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| United States Patent |
6,170,864
|
|
Fujita
, et al.
|
January 9, 2001
|
Activation control apparatus for passive vehicle occupant restraint and
method of controlling activation of passive vehicle occupant restraint
Abstract
A floor sensor 32 measures a deceleration G applied to the length of a
vehicle and outputs the deceleration as the measurement G. An arithmetic
unit 58 carries out a predetermined arithmetic operation on the
measurement G output from the floor sensor 32, so as to determine a
function f(G). A conditional activation unit 60 has a variation pattern of
a threshold value T that varies with a variation in velocity v of a
non-stationary object. The conditional activation unit 60 reads a
threshold value T corresponding to an input velocity v from the variation
pattern and compares the threshold value T with the value of the function
f(G). In case that the value of the function f(G) exceeds the threshold
value T, an activation signal A is input to a driving circuit 34. A
satellite sensor 30 outputs an ON signal when a deceleration of not less
than a predetermined reference value is applied to the vehicle. A
threshold variation pattern changing unit 42 changes the variation pattern
of the threshold value T against the velocity v used in the conditional
activation unit 60 to another variation pattern, in response to the ON
signal output from the satellite sensor 30. This structure of the present
invention enables a passive vehicle occupant restraint to be activated at
the earliest possible timing, irrespective of a type of a collision, in
which the vehicle crashes.
| Inventors:
|
Fujita; Koichi (Toyota, JP);
Akatsuka; Takao (Aichi-ken, JP);
Iyoda; Motomi (Seto, JP);
Sugiyama; Koichi (Nagoya, JP);
Fujishima; Hiromichi (Toyota, JP);
Sakaguchi; Tomokazu (Toyota, JP)
|
| Assignee:
|
Toyota Jidosha Kabushiki Kaisha (Toyota, JP)
|
| Appl. No.:
|
962386 |
| Filed:
|
October 31, 1997 |
Foreign Application Priority Data
| Current U.S. Class: |
280/735; 701/45; 701/47 |
| Intern'l Class: |
B60R 021/32 |
| Field of Search: |
280/735,734
180/282
701/45-47
340/436
307/10.1
|
References Cited
U.S. Patent Documents
| 5014810 | May., 1991 | Mattes et al. | 180/268.
|
| 5407228 | Apr., 1995 | Shibata et al. | 280/735.
|
| 5496979 | Mar., 1996 | Behr | 200/61.
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| 5668720 | Sep., 1997 | Takahashi et al. | 701/46.
|
| 5732374 | Mar., 1998 | Ohm | 701/45.
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| 5740041 | Apr., 1998 | Iyoda | 364/424.
|
| 5785347 | Jul., 1998 | Adolph et al. | 280/735.
|
| 5809439 | Sep., 1998 | Damisch | 701/45.
|
| 5815393 | Sep., 1998 | Chae | 364/424.
|
| 5936518 | Aug., 1999 | Fukui et al. | 340/436.
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| 5967548 | Oct., 1999 | Kozyreff | 280/735.
|
| 5969599 | Oct., 1999 | Wessels et al. | 340/436.
|
| 5978722 | Nov., 1999 | Takasuka et al. | 701/45.
|
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| |
Primary Examiner: Dickson; Paul N.
Assistant Examiner: Dunn; David R.
Attorney, Agent or Firm: Kenyon & Kenyon
Claims
What is claimed is:
1. An activation control apparatus for controlling activation of a passive
vehicle occupant restraint mounted on a vehicle, said activation control
apparatus comprising:
an impact measurement sensor disposed at a predetermined position in said
vehicle which measures an impact applied to said vehicle;
an activation controller which compares a value calculated from the
measurement of the impact by said impact measurement sensor with a
threshold value that varies according to a specified threshold variation
pattern, and controls activation of said passive vehicle occupant
restraint based on the result of comparison;
an impact detector disposed at a position ahead of said impact measurement
sensor in said vehicle which determines whether or not the impact applied
to said vehicle is not less than a specified reference value; and
a threshold variation pattern changer which changes said specified
threshold variation pattern to another threshold variation pattern when
said impact detector determines that the impact applied to said vehicle is
not less than said specified reference value.
2. An activation control apparatus in accordance with claim 1, wherein said
impact detector comprises a plurality of detectors, each said detector
having a different value as said specified reference value and determining
whether or not the impact applied to said vehicle is not less than its
reference value,
said threshold variation pattern changer selecting one reference value that
satisfies a specified condition among a plurality of said reference
values, and changing said specified threshold variation pattern to another
threshold variation pattern when at least one of said detectors determines
that the impact applied to said vehicle is not less than said selected
reference value.
3. An activation control apparatus in accordance with claim 1, wherein said
specified reference value is set to be greater than a value of impact
detected at the position of said impact detector in the case of a specific
type of collision that applies an impact to said vehicle of such a degree
that activation of said passive vehicle occupant restraint is not
required.
4. An activation control apparatus in accordance with claim 1, wherein the
result of detection by said impact detector is transmitted from said
impact detector to said activation threshold variation pattern changer via
a transmission path which is partly divided into a plurality of paths.
5. An activation control apparatus in accordance with claim 1, wherein a
plurality of said impact detectors are disposed at a plurality of
different positions.
6. An activation control apparatus in accordance with claim 1, wherein a
plurality of said impact detectors are disposed off to a right front and a
left front of said impact measurement sensor in said vehicle, the result
of detection by said each impact detector is transmitted from said each
impact detector to said threshold variation pattern changer via a
transmission path which is partly divided into left and right transmission
paths, said left and right transmission paths respectively going through a
left side and a right side in said vehicle.
7. An activation control apparatus in accordance with claim 1, wherein said
threshold variation pattern represents a variation of said threshold value
against a velocity of a non-stationary object in said vehicle.
8. An activation control apparatus for controlling activation of a passive
vehicle occupant restraint mounted on a vehicle, said activation control
apparatus comprising:
an impact measurement sensor disposed at a predetermined position in said
vehicle which measures an impact applied to said vehicle;
an activation controller which compares a value calculated from the
measurement of the impact by said impact measurement sensor with a
specified threshold value, and controls activation of said passive vehicle
occupant restraint based on the result of comparison;
an impact detector disposed at a position ahead of said impact measurement
sensor in said vehicle which determines whether or not the impact applied
to said vehicle is not less than a specified reference value; and
a threshold value changer which changes said specified threshold value to
another threshold value when said impact detector determines that the
impact applied to said vehicle is not less than said specified reference
value.
9. An activation control apparatus in accordance with claim 8, wherein said
impact detector comprises a plurality of detectors, each said detector
having a different value as said specified reference value and determining
whether or not the impact applied to said vehicle is not less than its
reference value,
said threshold value changer selecting one reference value that satisfies a
specified condition among a plurality of said reference values, and
changing said specified threshold value to another threshold value when at
least one of said detectors determines that the impact applied to said
vehicle is not less than said selected reference value.
10. An activation control apparatus in accordance with claim 8, wherein
said specified reference value is set to be greater than a value of impact
detected at the position of said impact detector in the case of a specific
type of collision that applies an impact to said vehicle of such a degree
that activation of said passive vehicle occupant restraint is not
required.
11. An activation control apparatus in accordance with claim 8, wherein the
result of detection by said impact detector is transmitted from said
impact detector to said threshold value changer via a transmission path
which is partly divided into a plurality of paths.
12. An activation control apparatus in accordance with claim 8, wherein a
plurality of said impact detectors are disposed at a plurality of
different positions.
13. An activation control apparatus in accordance with claim 8, wherein a
plurality of said impact detectors are disposed off to a right front and a
left front of said impact measurement sensor in said vehicle, the result
of detection by said each impact detector is transmitted from said each
impact detector to said threshold value changer via a transmission path
which is partly divided into left and right transmission paths, said left
a nd right transmission paths respectively going through a left side and a
right side in said vehicle.
14. An activation control apparatus for controlling activation of a passive
vehicle occupant restraint mounted on a vehicle, said activation control
apparatus comprising:
an impact measurement sensor disposed at a predetermined position in said
vehicle which measures an impact applied to said vehicle;
an activation controller which compares a value calculated from the
measurement of the impact by said impact measurement sensor with a
threshold value that varies according to a specified threshold variation
pattern, and controls activation of said passive vehicle occupant
restraint based on the result of comparison;
an impact direction detector for specifying a direct ion of the impact
applied to said vehicle; and
a threshold variation pattern changer which changes said specified
threshold variation pattern to another threshold variation pattern when
the direction of the impact specified by said impact direction detector
coincides with a preset direction.
15. An activation control apparatus in accordance with claim 14, wherein
said impact direction detector specifies the direction of the impact,
based on a measurement of the impact applied to a length of said vehicle
and a measurement of the impact applied to a width of said vehicle by said
impact measurement sensor.
16. An activation control apparatus in accordance with claim 14, wherein
said threshold variation pattern represents a variation of said threshold
value against a velocity of a non-stationary object in said vehicle.
17. An activation control apparatus for controlling activation of a passive
vehicle occupant restraint mounted on a vehicle, said activation control
apparatus comprising:
an impact measurement sensor disposed at a predetermined position in said
vehicle which measures an impact applied to said vehicle;
an activation controller which compares comparing a value calculated from
the measurement of the impact by said impact measurement sensor with a
specified threshold value, and controls activation of said passive vehicle
occupant restraint based on the result of comparison;
an impact direction detector which specifies a direction of the impact
applied to said vehicle; and
a threshold value changer which changes said specified threshold value to
another threshold value when the direction of the impact specified by said
impact direction detection means coincides with a preset direction.
18. An activation control apparatus in accordance with claim 17, wherein
said impact direction detector specifies the direction of the impact,
based on a measurement of the impact applied to a length of said vehicle
and a measurement of the impact applied to a width of said vehicle by said
impact measurement sensor.
19. An activation control apparatus for controlling activation of a passive
vehicle occupant restraint mounted on a vehicle, said activation control
apparatus comprising:
an impact measurement sensor disposed at a predetermined position in said
vehicle which measures an impact applied to said vehicle;
an activation controller which compares a value calculated from the
measurement of the impact by said impact measurement sensor with a
threshold value that varies according to a specified threshold variation
pattern, and controls activation of said passive vehicle occupant
restraint based on the result of comparison;
a collision type specifying sensor which specifies a type of a collision in
which said vehicle crashes;
a seating state detector which detects a seating state of a vehicle
occupant in said vehicle; and
a threshold variation pattern changer which changes said specified
threshold variation pattern to another threshold variation pattern when
the type of the collision specified by said collision type specifying
sensor coincides with a specified type of a collision and when the seating
state detected by said seating state detector coincides with a specified
seating state.
20. An activation control apparatus in accordance with claim 19, wherein
said threshold variation pattern represents a variation of said threshold
value against a velocity of a non-stationary object in said vehicle.
21. An activation control apparatus for controlling activation of a passive
vehicle occupant restraint mounted on a vehicle, said activation control
apparatus comprising:
an impact measurement sensor disposed at a predetermined position in said
vehicle which measures an impact applied to said vehicle;
an activation controller which compares a value calculated from the
measurement of the impact by said impact measurement sensor with a
specified threshold value, and controlling activation of said passive
vehicle occupant restraint based on the result of comparison;
a collision type specifying sensor which specifies a type of a collision in
which said vehicle crashes;
a seating state detector which detects a seating state of a vehicle
occupant in said vehicle; and
a threshold value changer which changes said specified threshold value to
another threshold value when the type of the collision specified by said
collision type specifying sensor coincides with a specified type of a
collision and when the seating state detected by said seating state
detector coincides with a specified seating state.
22. A method of controlling activation of a passive vehicle occupant
restraint mounted on a vehicle, said method comprising the steps of:
(a) measuring a value of impact at a first position in said vehicle when an
impact is applied to said vehicle;
(b) comparing a value calculated from the measurement of the impact in said
step (a) with a threshold value that varies according to a specified
threshold variation pattern, and controlling activation of said passive
vehicle occupant restraint based on the result of comparison;
(c) determining whether or not a value of impact detected at a second
position, which is ahead of said first position in said vehicle, is not
less than a specified reference value when the impact is applied to said
vehicle; and
(d) when the value of impact detected at said second position is determined
to be not less than said specified reference value in said step (c),
changing said threshold variation pattern to another threshold variation
pattern.
23. A method of controlling activation of a passive vehicle occupant
restraint mounted on a vehicle, said method comprising the steps of:
(a) measuring a value of impact at a first position in said vehicle when an
impact is applied to said vehicle;
(b) comparing a value calculated from the measurement of the impact in said
step (a) with a specified threshold value, and controlling activation of
said passive vehicle occupant restraint based on the result of comparison;
(c) determining whether or not a value of impact detected at a second
position, which is ahead of said first position in said vehicle, is not
less than a specified reference value when the impact is applied to said
vehicle; and
(d) when the value of impact detected at said second position is determined
to be not less than said specified reference value in said step (c),
changing said threshold value to another threshold value.
24. A method of controlling activation of a passive vehicle occupant
restraint mounted on a vehicle, said method comprising the steps of:
(a) measuring a value of impact at a predetermined position in said vehicle
when an impact is applied to said vehicle;
(b) comparing a value calculated from the measurement of the impact in said
step (a) with a threshold value that varies according to a specified
threshold variation pattern, and controlling activation of said passive
vehicle occupant restraint based on the result of comparison;
(c) specifying a direction of the impact applied to said vehicle; and
(d) when the direction of the impact specified in said step (c) coincides
with a preset direction, changing said specified threshold variation
pattern to another threshold variation pattern.
25. A method of controlling activation of a passive vehicle occupant
restraint mounted on a vehicle, said method comprising the steps of:
(a) measuring a value of impact at a predetermined position in said vehicle
when an impact is applied to said vehicle;
(b) comparing a value calculated from the measurement of the impact in said
step (a) with a specified threshold value, and controlling activation of
said passive vehicle occupant restraint based on the result of comparison;
(c) specifying a direction of the impact applied to said vehicle; and
(d) when the direction of the impact specified in said step (c) coincides
with a preset direction, changing said specified threshold value to
another threshold value.
26. A method of controlling activation of a passive vehicle occupant
restraint mounted on a vehicle, said method comprising the steps of:
(a) measuring a value of impact at a predetermined position in said vehicle
when an impact is applied to said vehicle;
(b) comparing a value calculated from the measurement of the impact in said
step (a) with a threshold value that varies according to a specified
threshold variation pattern, and controlling activation of said passive
vehicle occupant restraint based on the result of comparison;
(c) specifying a type of a collision in which said vehicle crashes;
(d) detecting a seating state of a vehicle occupant in said vehicle; and
(e) when the type of the collision specified in said step (c) coincides
with a specified type of a collision and when the seating state detected
in said step (d) coincides with a specified seating state, changing said
specified threshold variation pattern to another threshold variation
pattern.
27. A method of controlling activation of a passive vehicle occupant
restraint mounted on a vehicle, said method comprising the steps of:
(a) measuring a value of impact at a predetermined position in said vehicle
when an impact is applied to said vehicle;
(b) comparing a value calculated from the measurement of the impact in said
step (a) with a specified threshold value, and controlling activation of
said passive vehicle occupant restraint based on the result of comparison;
(c) specifying a type of a collision in which said vehicle crashes;
(d) detecting a seating state of a vehicle occupant in said vehicle; and
(e) when the type of the collision specified in said step (c) coincides
with a specified type of a collision and when the seating state detected
in said step (d) coincides with a specified seating state, changing said
specified threshold value to another threshold value.
28. An activation control apparatus in accordance with claim 1, wherein
said impact measurement sensor measures deceleration as an impact applied
to said vehicle, and
said activation controller uses a value obtained by integrating said
measured deceleration once with respect to time as said value calculated
from the measurement of the impact by said impact measurement sensor.
29. An activation control apparatus in accordance with claim 1, wherein
said specified reference value is set to be greater than a value of an
impact detected at the position of said impact detector, in the case of a
head-on collision that applies an impact to said vehicle of such a degree
that activation of said passive vehicle occupant restraint is not
required.
30. An activation control apparatus in accordance with claim 1, wherein
said specified reference value is set to be greater than a value of an
impact to said vehicle detected at the position of said impact detector
while said vehicle is driving on a rough road.
31. An activation control apparatus in accordance with claim 1, wherein
said threshold variation pattern used before said impact detector
determines that the impact applied to said vehicle is not less than said
specified reference value comprises a specific line whose value is greater
than those of one or more first curves and/or one or more second curves,
said one or more first curves representing the variation of a value with
respect to a predetermined physical value based on said value measured by
said impact measurement sensor in the case of a head-on collision that
applies an impact of such a degree that activation of said passive vehicle
occupant restraint is not required, and
said one or more second curves representing the variation of a value with
said predetermined physical value based on said value measured by said
impact measurement sensor while said vehicle is driving on a rough road.
32. An activation control apparatus in accordance with claim 31, wherein
said specific line envelopes said one or more first curves and/or said one
or more second curves.
33. An activation control apparatus in accordance with claim 31, wherein
said predetermined physical value represents the speed of an object
assumed not to be fixed in said vehicle.
34. An activation control apparatus in accordance with claim 31, wherein
said predetermined physical value represents time.
35. An activation control apparatus in accordance with claim 1, wherein
said threshold variation pattern used after said impact detection means
determines that the impact applied to said vehicle is not less than said
specified reference value comprises a specified line whose value is
greater than that of one or more curves representing the variation of a
value with a predetermined physical value based on said value that would
be measured by said impact measurement sensor in the case of a specific
type of a collision other than a head-on collision that applies an impact
to said vehicle of such a degree that activation of said passive vehicle
occupant restraint is not required.
36. An activation control apparatus in accordance with claim 35, wherein
said specific line envelopes said one or more curves.
37. An activation control apparatus in accordance with claim 35, wherein
said predetermined physical value represents the speed of an object
assumed not to be fixed in said vehicle.
38. An activation control apparatus in accordance with claim 35, wherein
said predetermined physical value represents time.
39. An activation control apparatus in accordance with claim 1, wherein
said impact detector comprises:
a signal output terminal for outputting detection results;
a diode whose one end is connected with said signal output terminal;
a first resistor whose one end is connected with the other end of said
diode;
an integral switch whose one end is connected with said other end of said
diode, and which is arranged in parallel with said first resistor and is
turned on in the case of an impact of not less than said specified
reference value; and
a second resistor whose one end is connected with the other end of said
first resistor and the other end of said internal switch, and the other
end of said second resistor is connected with an earth.
40. An activation control apparatus in accordance with claim 39, wherein
said impact detector means comprises:
two or more of said signal output terminals and said diodes respectively,
wherein
each of said signal output terminals is connected with one end of each of
said diodes, and
a transmission path which transmits the detection results detected by said
impact detector from said impact detector to said threshold variation
pattern changer comprises two or more signal lines that are connected with
said signal output terminals respectively.
41. An activation control apparatus in accordance with claim 39, wherein
said impact detector comprises:
two or more of said signal output terminals and said diodes respectively,
each of said signal output terminals being connected with one end of each
of said diodes; and
one or more earth output terminals, wherein
a transmission path which transmits the detection results detected by said
impact detector from said impact detector to said threshold variation
pattern changer comprises two or more signal lines that are connected with
said signal output terminals respectively, and one or more earth lines
that are connected with said one or more earth output terminals.
42. An activation control apparatus in accordance with claim 8, wherein
said impact measurement sensor measures deceleration as an impact applied
to said vehicle,
said activation controller uses a value obtained by integrating said
measured deceleration once with respect to time, as a value obtainable
based on the measurement by said impact measurement means.
43. An activation control apparatus in accordance with claim 8, wherein
said specified reference value is set to be greater than a value of an
impact that would be detected at the position of said impact detector, in
the case of a head-on collision that applies an impact to said vehicle of
such a degree that activation of said passive vehicle occupant restraint
is not required.
44. An activation control apparatus in accordance with claim 8, wherein
said specified reference value is set to be greater than a value of an
impact to said vehicle detected at the position of said impact detector
while said vehicle is driving on a rough road.
45. An activation control apparatus in accordance with claim 8, wherein
said threshold value used before said impact detector determines that the
impact applied to said vehicle is not less than said specified reference
value is greater than a first value and/or a second value,
said first value being based on said value measured by said impact
measurement sensor at a certain point of time in the case of a head-on
collision that applies an impact to said vehicle of such a degree that
activation of said passive vehicle occupant restraint is not required, and
said second value being based on said value measured by said impact
measurement sensor at a certain point of time said vehicle is driving on a
rough road.
46. An activation control apparatus in accordance with claim 45, wherein
said threshold value is greater than said first value and/or said second
value by a certain value.
47. An activation control apparatus in accordance with claim 8, wherein
said threshold value used after said impact detector determines that the
impact applied to said vehicle is not less than said specified reference
value is greater than a specific value, said specific value being based on
said value measured by said impact measurement sensor at a certain point
of time in the case of a specific type of a collision other than a head-on
collision that applies an impact of such a degree that activation of said
passive vehicle occupant restraint is not required.
48. An activation control apparatus in accordance with claim 47, wherein
said threshold value is greater than said specific value by a certain
value.
49. An activation control apparatus in accordance with claim 8, wherein
said impact detector comprises:
a signal output terminal for outputting detection results;
a diode whose one end is connected with said signal output terminal;
a first resistor whose one end is connected with the other end of said
diode;
an internal switch whose one end is connected with said other end of said
diode, and which is arranged in parallel with said first resistor and is
turned on in the case of an impact applied to said vehicle of not less
than said specified reference value; and
a second resistor whose one end is connected with the other end of said
first resistor and said internal switch, and the other end is connected
with an earth.
50. An activation control apparatus in accordance with claim 49, wherein
said impact detector comprises:
two or more of said signal output terminals and said diodes respectively,
wherein
each of said signal output terminals is connected with one end of each of
said diodes, and
a transmission path which transmits the detection results detected by said
impact detector from said impact detector to said threshold value changer
comprises two or more signal lines that are connected with said signal
output terminals respectively.
51. An activation control apparatus in accordance with claim 49, wherein
said impact detector comprises:
two or more of said signal output terminals and said diodes respectively,
each of said signal output terminals being connected with one end of each
of said diodes; and
one or more earth output terminals, wherein
a transmission path which transmits the detection results detected by said
impact detector from said impact detector to said threshold value changer
comprises two or more signal lines that are connected with said signal
output terminals respectively, and one or more earth lines that are
connected with said one or more earth output terminals, respectively.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to a passive vehicle occupant restraint, such
as an air bag, for restraining a vehicle occupant in the event of an
impact on a vehicle, and more specifically to a technique for controlling
activation of such a passive vehicle occupant restraint.
2. Description of the Prior Art
An apparatus for controlling squib ignition in an air bag is one of known
activation control apparatuses for controlling activation of passive
vehicle occupant restraints. In the air bag, a squib ignites a
gas-generating agent in an inflator on impact, and a gas accordingly
evolves from the inflator to inflate a bag and protect a vehicle occupant
from the impact of a collision.
The apparatus for controlling squib ignition in an air bag typically
measures the impact on the vehicle as a deceleration by an acceleration
sensor, calculates a function of the measured deceleration, compares the
calculated value of the function with a preset threshold value, and
controls the squib ignition based on the result of comparison. The
acceleration sensor is disposed at a predetermined position in the
vehicle, generally on a floor tunnel in the vehicle. In the description
hereinafter, the acceleration sensor mounted on the floor tunnel is
referred to as the floor sensor.
The threshold value is set to be greater than the maximum among the values
of the function calculated from the decelerations measured by the floor
sensor when impacts applied to the vehicle have such a degree that does
not require activation of the air bag.
In the conventional activation control apparatus for a passive vehicle
occupant restraint, the impact applied to the vehicle is detected only by
means of the floor sensor, and activation of the passive vehicle occupant
restraint is controlled based on the result of detection. The following
problems arise in this conventional structure.
Collisions of the vehicle are classified into several types by the
condition and the direction of the collision and the type of the object
against which the vehicle collides; that is, a head-on collision, an
oblique collision, a pole collision, an offset collision, and an
under-ride collision as shown in FIG. 27. In the case of a head-on
collision, the vehicle receives an impact of the collision by left and
right side members thereof, so that an extremely large deceleration arises
on the floor tunnel with the floor sensor mounted thereon within a
predetermined time period after the collision. In the case of collisions
other than the head-on collision, however, the vehicle does not receive
the impact of the collision in such a manner, so that no such a large
deceleration arises on the floor tunnel within the predetermined time
period after the collision.
Namely the floor sensor has higher sensitivity of detection of the impact
within a predetermined time period after the collision in the case of a
head-on collision, than in the case of the other collisions.
The threshold value is thus set mainly based on the deceleration measured
in the case of a head-on collision. More concretely the threshold value is
set based on the function calculated from the deceleration measured by the
floor sensor when a head-on collision applies an impact of such a degree
that does not require activation of the air bag to the vehicle.
This method for setting the threshold value based on the deceleration
measured in the case of a head-on collision gives a relatively large
threshold value. In the case of collisions other than the head-on
collision, the floor sensor has relatively low sensitivity of detection of
the impact within a predetermined time period after the collision as
mentioned above. A DSP (digital signal processor) is accordingly used for
Fourier transform of the deceleration signal obtained in the event of the
collision to characteristics of a specific frequency component. In the
case of the other collisions (including an offset collision), the impact
is detected based on the characteristics of the specific frequency
component.
This technique requires the DSP and the other related devices as well as a
high-performance computer, which undesirably increases the cost.
SUMMARY OF THE INVENTION
The object of the present invention is thus to provide an activation
control apparatus of simple structure that enables a passive vehicle
occupant restraint to be activated with high accuracy, irrespective of the
type of a collision.
At least part of the above and the other related objects of the present
invention is realized by a first activation control apparatus for
controlling activation of a passive vehicle occupant restraint mounted on
a vehicle. The first activation control apparatus includes: impact
measurement sensor disposed at a predetermined position in the vehicle for
measuring an impact applied to the vehicle; activation controller for
comparing a value calculated from the measurement of the impact by the
impact measurement sensor with a threshold value that varies according to
a specified threshold variation pattern, and controlling activation of the
passive vehicle occupant restraint based on the result of comparison;
impact detector disposed at a position ahead of the impact measurement
sensor in the vehicle for determining whether or not the impact applied to
the vehicle is not less than a specified reference value; and threshold
variation pattern changer for, when the impact detector determines that
the impact applied to the vehicle is not less than the specified reference
value, changing the specified threshold variation pattern to another
threshold variation pattern.
The present invention is also directed to a first method of controlling
activation of a passive vehicle occupant restraint mounted on a vehicle.
The first method includes the steps of:
(a) measuring a value of impact at a first position in the vehicle when an
impact is applied to the vehicle;
(b) comparing a value calculated from the measurement of the impact in the
step (a) with a threshold value that varies according to a specified
threshold variation pattern, and controlling activation of the passive
vehicle occupant restraint based on the result of comparison;
(c) determining whether or not a value of impact detected at a second
position, which is ahead of the first position in the vehicle, is not less
than a specified reference value when the impact is applied to the
vehicle; and
(d) when the value of impact detected at the second position is determined
to be not less than the specified reference value in the step (c),
changing the threshold variation pattern to another threshold variation
pattern.
In the present invention, the passive vehicle occupant restraint includes
air bags, seat belt pre-tensioners, inflatable curtains as well as devices
for stopping a fuel supply to an engine in the event of a collision and
devices for releasing door locks in the event of a collision. The
measurement of the impact and the value calculated from the measurement
include an acceleration or a deceleration, a velocity, a moving distance
(obtained by integrating the deceleration twice with respect to time), a
moving average (obtained by integrating the deceleration over a fixed time
period), the intensity of the deceleration at a specific frequency, and a
vector component representing the deceleration in the direction of the
length or the width of the vehicle. These definitions are applicable to
the other apparatuses and methods discussed below.
The first activation control apparatus and the first method of the present
invention change the predetermined threshold variation pattern to another
threshold variation pattern in case that the value of impact detected at
the second position in the vehicle is not less than the predetermined
reference value, even when the type of the collision causes the value of
impact to be not readily detected at the first position. By way of
example, it is assumed that the predetermined threshold variation pattern
is changed to another threshold variation pattern that gives a lower
threshold value. In this case, when the collision applies an impact of
such a degree that requires activation of the passive vehicle occupant
restraint to the vehicle, the value calculated from the measurement of the
impact may exceed the threshold value within a predetermined time period
after the collision. Such a simple structure accordingly enables the
passive vehicle occupant restraint to be activated with high accuracy,
even when the type of the collision causes the value of the impact to be
not readily detected at the first position.
At least part of the objects of the present invention is also realized by a
second activation control apparatus for controlling activation of a
passive vehicle occupant restraint mounted on a vehicle. The second
activation control apparatus includes: impact measurement sensor disposed
at a predetermined position in the vehicle for measuring an impact applied
to the vehicle; activation controller for comparing a value calculated
from the measurement of the impact by the impact measurement sensor with a
specified threshold value, and controlling activation of the passive
vehicle occupant restraint based on the result of comparison; impact
detector disposed at a position ahead of the impact measurement sensor in
the vehicle for determining whether or not the impact applied to the
vehicle is not less than a specified reference value; and threshold value
changer for, when the impact detector determines that the impact applied
to the vehicle is not less than the specified reference value, changing
the specified threshold value to another threshold value.
The present invention is further directed to a second method of controlling
activation of a passive vehicle occupant restraint mounted on a vehicle.
The second method includes the steps of:
(a) measuring a value of impact at a first position in the vehicle when an
impact is applied to the vehicle;
(b) comparing a value calculated from the measurement of the impact in the
step (a) with a specified threshold value, and controlling activation of
the passive vehicle occupant restraint based on the result of comparison;
(c) determining whether or not a value of impact detected at a second
position, which is ahead of the first position in the vehicle, is not less
than a specified reference value when the impact is applied to the
vehicle; and
(d) when the value of impact detected at the second position is determined
to be not less than the specified reference value in the step (c),
changing the threshold value to another threshold value.
The second activation control apparatus and the second method of the
present invention change the predetermined threshold value to another
threshold value, for example, to a lower threshold value, in case that the
value of impact detected at the second position in the vehicle is not less
than the predetermined reference value, even when the type of the
collision causes the value of impact to be not readily detected at the
first position. When the collision applies an impact of such a degree that
requires activation of the passive vehicle occupant restraint to the
vehicle, the value calculated from the measurement of the impact may
exceed the threshold value within a predetermined time period after the
collision. Such a simple structure accordingly enables the passive vehicle
occupant restraint to be activated with high accuracy, even when the type
of the collision causes the value of the impact to be not readily detected
at the first position.
At least part of the objects of the present invention is realized by a
third activation control apparatus for controlling activation of a passive
vehicle occupant restraint mounted on a vehicle. The third activation
control apparatus includes: impact measurement sensor disposed at a
predetermined position in the vehicle for measuring an impact applied to
the vehicle; activation controller for comparing a value calculated from
the measurement of the impact by the impact measurement sensor with a
threshold value that varies according to a specified threshold variation
pattern, and controlling activation of the passive vehicle occupant
restraint based on the result of comparison; impact direction detector for
specifying a direction of the impact applied to the vehicle;
and threshold variation pattern changer for, when the direction of the
impact specified by the impact direction detector coincides with a preset
direction, changing the specified threshold variation pattern to another
threshold variation pattern.
The present invention is further directed to a third method of controlling
activation of a passive vehicle occupant restraint mounted on a vehicle.
The third method includes the steps of:
(a) measuring a value of impact at a predetermined position in the vehicle
when an impact is applied to the vehicle;
(b) comparing a value calculated from the measurement of the impact in the
step (a) with a threshold value that varies according to a specified
threshold variation pattern, and controlling activation of the passive
vehicle occupant restraint based on the result of comparison;
(c) specifying a direction of the impact applied to the vehicle; and
(d) when the direction of the impact specified in the step (c) coincides
with a preset direction, changing the specified threshold variation
pattern to another threshold variation pattern.
The preset direction here includes a direction having an angle of not less
than a specified value with respect to the center line of the vehicle
(that is, the center line along the length of the vehicle).
The third activation control apparatus and the third method of the present
invention change the predetermined threshold variation pattern to another
threshold variation pattern in case that the detected direction of the
impact coincides with the preset direction, even when the type of the
collision causes the value of impact to be not readily detected at the
predetermined position. By way of example, it is assumed that the
predetermined threshold variation pattern is changed to another threshold
variation pattern that gives a lower threshold value. In this case, when
the collision applies an impact of such a degree that requires activation
of the passive vehicle occupant restraint to the vehicle, the value
calculated from the measurement of the impact may exceed the threshold
value within a predetermined time period after the collision.
Such a simple structure accordingly enables the passive vehicle occupant
restraint to be activated with high accuracy, even when the type of the
collision causes the value of the impact to be not readily detected at the
predetermined position.
At least part of the objects of the present invention is also realized by a
fourth activation control apparatus for controlling activation of a
passive vehicle occupant restraint mounted on a vehicle. The fourth
activation control apparatus includes: impact measurement means disposed
at a predetermined position in the vehicle for measuring an impact applied
to the vehicle; activation controller for comparing a value calculated
from the measurement of the impact by the impact measurement sensor with a
specified threshold value, and controlling activation of the passive
vehicle occupant restraint based on the result of comparison; impact
direction detector for specifying a direction of the impact applied to the
vehicle; and threshold value changer for, when the direction of the impact
specified by the impact direction detector coincides with a preset
direction, changing the specified threshold value to another threshold
value.
The present invention is further directed to a fourth method of controlling
activation of a passive vehicle occupant restraint mounted on a vehicle.
The fourth method includes the steps of:
(a) measuring a value of impact at a predetermined position in the vehicle
when an impact is applied to the vehicle;
(b) comparing a value calculated from the measurement of the impact in the
step (a) with a specified threshold value, and controlling activation of
the passive vehicle occupant restraint based on the result of comparison;
(c) specifying a direction of the impact applied to the vehicle; and
(d) when the direction of the impact specified in the step (c) coincides
with a preset direction, changing the specified threshold value to another
threshold value.
The fourth activation control apparatus and the fourth method of the
present invention change the predetermined threshold value to another
threshold value, for example, to a lower threshold value, in case that the
detected direction of the impact coincides with the preset direction, even
when the type of the collision causes the value of impact to be not
readily detected at the predetermined position. When the collision applies
an impact of such a degree that requires activation of the passive vehicle
occupant restraint to the vehicle, the value calculated from the
measurement of the impact may exceed the threshold value within a
predetermined time period after the collision. Such a simple structure
accordingly enables the passive vehicle occupant restraint to be activated
with high accuracy, even when the type of the collision causes the value
of the impact to be not readily detected at the predetermined position.
At least part of the objects of the present invention is realized by a
fifth activation control apparatus for controlling activation of a passive
vehicle occupant restraint mounted on a vehicle. The fifth activation
control apparatus includes: impact measurement sensor disposed at a
predetermined position in the vehicle for measuring an impact applied to
the vehicle; activation controller for comparing a value calculated from
the measurement of the impact by the impact measurement sensor with a
threshold value that varies according to a specified threshold variation
pattern, and controlling activation of the passive vehicle occupant
restraint based on the result of comparison; collision type sensor for
specifying a type of a collision in which the vehicle crashes; seating
state detector for detecting a seating state of a vehicle occupant in the
vehicle; and threshold variation pattern changer for, when the type of the
collision specified by the collision type sensor coincides with a
specified type of a collision and when the seating state detected by the
seating state detector coincides with a specified seating state, changing
the specified threshold variation pattern to another threshold variation
pattern.
The present invention is further directed to a fifth method of controlling
activation of a passive vehicle occupant restraint mounted on a vehicle.
The fifth method includes the steps of:
(a) measuring a value of impact at a predetermined position in the vehicle
when an impact is applied to the vehicle;
(b) comparing a value calculated from the measurement of the impact in the
step (a) with a threshold value that varies according to a specified
threshold variation pattern, and controlling activation of the passive
vehicle occupant restraint based on the result of comparison;
(c) specifying a type of a collision in which the vehicle crashes;
(d) detecting a seating state of a vehicle occupant in the vehicle; and
(e) when the type of the collision specified in the step (c) coincides with
a specified type of a collision and when the seating state detected in the
step (d) coincides with a specified seating state, changing the specified
threshold variation pattern to another threshold variation pattern.
In the fifth activation control apparatus and the fifth method of the
present invention, the type of the collision may be specified by any
method, for example, a method of measuring the direction of the collision
and the intensity of the impact or a method based on data obtained by
Fourier transform of the waveform of the deceleration upon impact. The
seating state of the vehicle occupant includes the wearing state of the
seat belt, the position of the seat along the length of the vehicle, and
the angle of the seat.
The fifth activation control apparatus and the fifth method of the present
invention change the predetermined threshold variation pattern to another
threshold variation pattern in case that the collision of such a type is
expected and that the vehicle occupant is in the predetermined seating
state, even when the type of the collision causes the value of impact to
be not readily detected at the predetermined position. By way of example,
it is assumed that the predetermined threshold variation pattern is
changed to another threshold variation pattern that gives a lower
threshold value. In this case, when the collision applies an impact of
such a degree that requires activation of the passive vehicle occupant
restraint to the vehicle, the value calculated from the measurement of the
impact may exceed the threshold value within a predetermined time period
after the collision. Such a simple structure accordingly enables the
passive vehicle occupant restraint to be activated with high accuracy,
even when the type of the collision causes the value of the impact to be
not readily detected at the predetermined position.
At least part of the objects of the present invention is also realized by a
sixth activation control apparatus for controlling activation of a passive
vehicle occupant restraint mounted on a vehicle. The sixth activation
control apparatus includes: impact measurement sensor disposed at a
predetermined position in the vehicle for measuring an impact applied to
the vehicle; activation controller for comparing a value calculated from
the measurement of the impact by the impact measurement sensor with a
specified threshold value, and controlling activation of the passive
vehicle occupant restraint based on the result of comparison; collision
type sensor for specifying a type of a collision in which the vehicle
crashes; seating state detector for detecting a seating state of a vehicle
occupant in the vehicle; and threshold value changer for, when the type of
the collision specified by the collision type sensor coincides with a
specified type of a collision and when the seating state detected by the
seating state detector coincides with a specified seating state, changing
the specified threshold value to another threshold value.
The present invention is further directed to a sixth method of controlling
activation of a passive vehicle occupant restraint mounted on a vehicle.
The sixth method includes the steps of:
(a) measuring a value of impact at a predetermined position in the vehicle
when an impact is applied to the vehicle;
(b) comparing a value calculated from the measurement of the impact in the
step (a) with a specified threshold value, and controlling activation of
the passive vehicle occupant restraint based on the result of comparison;
(c) specifying a type of a collision in which the vehicle crashes;
(d) detecting a seating state of a vehicle occupant in the vehicle; and
(e) when the type of the collision specified in the step (c) coincides with
a specified type of a collision and when the seating state detected in the
step (d) coincides with a specified seating state, changing the specified
threshold value to another threshold value.
The sixth activation control apparatus and the sixth method of the present
invention change the predetermined threshold value to another threshold
value, for example, to a lower threshold value, in case that the collision
of such a type is expected and that the vehicle occupant is in the
predetermined seating state, even when the type of the collision causes
the value of impact to be not readily detected at the predetermined
position. When the collision applies an impact of such a degree that
requires activation of the passive vehicle occupant restraint to the
vehicle, the value calculated from the measurement of the impact may
exceed the threshold value within a predetermined time period after the
collision. Such a simple structure accordingly enables the passive vehicle
occupant restraint to be activated with high accuracy, even when the type
of the collision causes the value of the impact to be not readily detected
at the predetermined position.
These and other objects, features, aspects, and advantages of the present
invention will become more apparent from the following detailed
description of the preferred embodiments with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a block diagram illustrating an activation control apparatus
using satellite sensors as a first embodiment according to the present
invention;
FIG. 2 shows positions in a vehicle 46 at which the satellite sensors 30
and the floor sensor 32 of FIG. 1 are disposed;
FIG. 3 shows the operations of the satellite sensors 30, the floor sensor
32, and the CPU 22 shown in FIG. 1;
FIGS. 4(a) through 4(c) are characteristic charts respectively showing a
variation in deceleration G plotted against the time t, a variation in
velocity v of a non-stationary object plotted against the time t, and a
variation in function f(G) plotted against the velocity v;
FIGS. 5(a) and 5(b) are characteristic charts showing variation patterns of
the threshold value T used in the first embodiment against the velocity v
of the non-stationary object;
FIGS. 6(a) and 6(b) are characteristic charts showing a variation in
function f(G) against the velocity v in case that a collision applies an
impact of the degree that requires activation of the air bag to the
vehicle, respectively with the variation patterns of the threshold value T
shown in FIGS. 5(a) and 5(b);
FIG. 7 is a block diagram illustrating another activation control apparatus
using satellite sensors as a second embodiment according to the present
invention;
FIG. 8 shows the operations of the satellite sensors 30, the floor sensor
32, and the CPU 22 shown in FIG. 7;
FIG. 9 is a characteristic chart showing a variation in threshold value T
with time used in the second embodiment and variations in function f(G)
with time in the event of a collision or during a drive on a rough road;
FIGS. 10(a) and 10(b) show exemplified arrangements of the wire harness
extending from the satellite sensors 30 used in the present invention;
FIGS. 11(a) and 11(b) are circuit diagrams illustrating concrete structures
of the satellite sensor 30 used in the present invention;
FIG. 12 is a block diagram illustrating still another activation control
apparatus using satellite sensors as a third embodiment according to the
present invention;
FIG. 13 shows the operations of the first and second satellite sensors 64
and 66, the seat belt manipulation detector 68, the floor sensor 32, and
the CPU 22 shown in FIG. 12;
FIG. 14 is a characteristic chart showing variations in threshold value
with time under the worn condition of the seat belt and under the non-worn
condition of the seat belt in the third embodiment;
FIG. 15 is a circuit diagram showing an example wherein he first satellite
sensor 64 and the second satellite sensor 6 shown in FIG. 12 are
constructed as one integrated satellite sensor;
FIG. 16 is a block diagram illustrating another activation control
apparatus using satellite sensors as a fourth embodiment according to the
present invention;
FIG. 17 shows the operations of the satellite sensors 30, the seat belt
manipulation detector 68, the floor sensor 32, and the CPU 22 shown in
FIG. 16;
FIG. 18 is a characteristic chart showing variations in threshold value
with time under the worn condition of the seat belt and under the non-worn
condition of the seat belt in the fourth embodiment;
FIG. 19 shows a modified example, in which the threshold value is changed
only under the worn condition of the seat belt and kept unchanged under
the non-worn condition of the seat belt:
FIG. 20 illustrates a concrete example of the air bag with two inflators;
FIG. 21 is a block diagram illustrating an activation control apparatus
using a biaxial sensor as a fifth embodiment according to the present
invention;
FIG. 22 shows the operations of the biaxial sensor 90, the floor sensor 32,
and the CPU 22 shown in FIG. 21;
FIG. 23 shows a position in the vehicle 46 at which the biaxial sensor 90
is disposed;
FIGS. 24(a) and 24(b) are characteristic charts showing the integrals
.intg.Gxdt and .intg.Gydt in the directions x and y obtained by the
integration unit 94 of FIG. 22 in a rectangular coordinate system;
FIG. 25 is a block diagram illustrating another activation control
apparatus using a biaxial sensor as a sixth embodiment according to the
present invention;
FIG. 26 shows the operations of the biaxial sensor 90, the floor sensor 32,
and the CPU 22 shown in FIG. 25;
FIG. 27 shows various types of collisions;
FIG. 28 is a flowchart showing the operations carried out by the floor
sensor 32 and the CPU 22 shown in FIG. 1;
FIG. 29 is a flowchart showing the operations carried out by the satellite
sensor 30 and the CPU 22 shown in FIG. 1;
FIG. 30 is a flowchart showing the operations carried out by the satellite
sensor 30 and the CPU 22 shown in FIG. 7;
FIG. 31 is a flowchart showing the operations carried out by the first and
the second satellite sensors 64 and 66, the seat belt manipulation
detector 68, and the CPU 22 shown in FIG. 12; and
FIG. 32 is a flowchart showing the operations carried out by the biaxial
sensor 90 and the CPU 22 shown in FIG. 21.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
A. Activation Control Apparatus using Satellite Sensors
a. First Embodiment
Some modes of carrying out the present invention are discussed below as
preferred embodiments. FIG. 1 is a block diagram illustrating an
activation control apparatus using satellite sensors as a first embodiment
according to the present invention. FIG. 2 shows positions in a vehicle 46
at which the satellite sensors 30 and the floor sensor 32 of FIG. 1 are
disposed.
The activation control apparatus of this embodiment controls activation of
an air bag 36, which is an automotive vehicle passenger safety device
(that is, a passive vehicle occupant restraint), and includes a control
circuit 20, satellite sensors 30, a floor sensor 32, and a driving circuit
34 as primary constituents as shown in FIG. 1.
The satellite sensor 30 determines whether or not an impact on the vehicle
46 exceeds a predetermined reference value. In case that a deceleration of
not less than a predetermined reference value is applied to the vehicle
46, an internal switch of the satellite sensor 30 is turned on and the
satellite sensor 30 outputs an ON signal. The floor sensor 32 is an
acceleration sensor for measuring the impact on the vehicle 46. In
accordance with a concrete procedure, the floor sensor 32 always measures
the deceleration applied to the direction of the length of the vehicle 46
and outputs the measurement value as a signal.
The control circuit 20 includes a central processing unit (CPU) 22, a read
only memory (ROM) 26, a random access memory (RAM) 28, and an input/output
circuit (I/O circuit) 24, which are connected to one another via buses.
The CPU 22 carries out various processing operations for activation
control according to the programs stored in the ROM 26. Data output as
signals from the sensors 30 and 32 and results of operations carried out
by the CPU 22 are stored in the RAM 28. The I/O circuit 24 receives the
signals output from the sensors 30 and 32 and inputs activation signals to
the driving circuit 34.
The CPU 22 has the functions of an activation control unit 40 and a
threshold variation pattern changing unit 42. The activation control unit
40 compares the value of a function calculated from the measurement of the
floor sensor 32 with a predetermined threshold value and controls
activation of the air bag 36 based on the result of comparison. The
threshold variation pattern changing unit 42 changes one variation pattern
of the threshold value to another variation pattern when the satellite
sensor 30 detects an impact of not less than a predetermined reference
value.
The driving circuit 34 drives a squib 38 for ignition in the air bag 36 in
response to an activation signal output from the control circuit 20.
The air bag 36 includes, other than the squib 38 functioning as the
igniter, a gas-generating agent (not shown) ignited by the squib 38 and a
bag (not shown) inflated with the gas.
Among these constituents, the control circuit 20, the floor sensor 32, and
the driving circuit 34 are incorporated in an ECU (electronic control
unit) 44 shown in FIG. 2 and is mounted on a floor tunnel formed on the
approximate center in the vehicle 46. The satellite sensors 30 are
disposed in the front portion of the vehicle 46 and more specifically, are
arranged off to the right front and the left front of the floor sensor 32
in the ECU 44. The floor sensor 32 and the satellite sensor 30 of this
embodiment respectively correspond to the impact measurement sensor and
the impact detector.
The following describes the operations of the satellite sensor 30, the
floor sensor 32, and the CPU 22 in the event of a collision of the
vehicle.
FIG. 3 shows the operations of the satellite sensors 30, the floor sensor
32, and the CPU 22 shown in FIG. 1. The activation control unit 40 in the
CPU 22 includes an arithmetic unit 58 and a conditional activation unit
60.
FIGS. 28 and 29 are flowcharts showing the operations carried out by the
satellite sensor 30, the floor sensor 32, and the CPU 22 shown in FIG. 1.
The processing routine of FIG. 28 and the processing routine of FIG. 29
are executed substantially in parallel.
At step S20 in the flowchart of FIG. 28, the floor sensor 32 measures a
deceleration G applied to the direction of the length of the vehicle 46 at
any time and outputs the measurement G as a signal as shown in FIG. 3. The
arithmetic unit 58 of the activation control unit 40 carries out a
predetermined arithmetic operation on the measurement G output from the
floor sensor 32, so as to determine a function f(G). The function f(G) may
be the velocity (obtained by integrating the deceleration G once with
respect to time), the moving distance (obtained by integrating the
deceleration G twice with respect to time), the moving average (obtained
by integrating the deceleration G over a fixed time period), the intensity
of the deceleration G at a specific frequency, or a vector component
representing the deceleration G in the direction of the length or the
width of the vehicle. The function f(G) may otherwise be equal to the
deceleration G itself (that is, the intact measurement G). In this case,
it can be thought that the arithmetic operation multiplies the measurement
G by the coefficient `1`.
The conditional activation unit 60 of the activation control unit 40
compares the value of the function f(G) calculated by the arithmetic unit
58 with a predetermined threshold value T at step S22. The threshold value
T is not fixed but varied with a variation in velocity v of an object
specified as non-stationary (for example, a vehicle passenger) in the
vehicle 46.
The velocity v of the object specified as non-stationary (hereinafter
referred to as the non-stationary object) in the vehicle 46 is obtained by
integrating the deceleration G once with respect to time t. When the
deceleration G is applied to the vehicle moving forward, the
non-stationary object in the vehicle is pulled forward by the inertial
force and accelerates forward relative to the vehicle. The velocity v of
the non-stationary object relative to the vehicle at this moment is
determined by integrating the deceleration G once. The arithmetic unit 58
calculates the velocity v simultaneously with the calculation of the value
of the function f(G) from the observed deceleration G.
FIGS. 4(a) through 4(c) are characteristic charts respectively showing a
variation in deceleration G plotted against the time t, a variation in
velocity v of the non-stationary object plotted against the time t, and a
variation in function f(G) plotted against the velocity v. In the graphs
of FIG. 4(a), the deceleration G is plotted as ordinate and the time t as
abscissa. In the graphs of FIG. 4(b), the velocity v is plotted as
ordinate and the time t as abscissa. In the graphs of FIG. 4(c), the
function f(G) is plotted as ordinate and the velocity v as abscissa.
In the example of FIG. 4, whereas the deceleration G fluctuates
significantly with time, the velocity v obtained by integrating the
deceleration G once monotonously increases with time. The function f(G) of
the deceleration G obtained as a result of the predetermined arithmetic
operation varies as shown in FIG. 4(c) with a variation in velocity v
shown in FIG. 4(b).
FIGS. 5(a) and 5(b) are characteristic charts showing variation patterns of
the threshold value T used in the first embodiment against the velocity v
of the non-stationary object. In the graphs of FIG. 5, the function f(G)
determined by the arithmetic unit 58 is plotted as ordinate and the
velocity v of the non-stationary object in the vehicle as abscissa. As
shown in FIG. 5, the threshold value T varies with a variation in velocity
v of the non-stationary object in the vehicle. The difference between the
characteristic charts of FIGS. 5(a) and 5(b) will be discussed later.
The conditional activation unit 60 refers to a variation pattern of the
threshold value T against the velocity v as shown in FIG. 5, which is
stored in advance, reads a threshold value T corresponding to the velocity
v calculated by the arithmetic unit 58 from the variation pattern, and
compares the threshold value T with the value of the function f(G)
calculated by the arithmetic unit 58 at step S22 in the flowchart of FIG.
28. In case that the value of the function f(G) is greater than the
threshold value T at step S24, the conditional activation unit 60 inputs
an activation signal A to the driving circuit 34 shown in FIG. 1. In
response to the activation signal A, the driving circuit 34 drives the
squib 38 to ignite the gas-generating agent (not shown), in order to
activate the air bag 36 at step S26.
Referring to the flowchart of FIG. 29, as discussed previously, when a
deceleration of not less than a predetermined reference value is applied
to the vehicle 46 at step S30, the internal switch of the satellite sensor
30 is turned on and the satellite sensor 30 outputs an ON signal at step
S32. The reference value is set to be greater than the value of the impact
detected at the position where the satellite sensor 30 is installed when a
head-on collision applies an impact of such a degree that does not require
activation of the air bag to the vehicle 46 or when the vehicle 46 runs on
a rough road. Namely the internal switch of the satellite sensor 30 is not
turned on when the impact of a head-on collision applied to the vehicle 46
has the degree that does not require activation of the air bag or when the
vehicle 46 runs on a rough road. In other cases (for example, in the event
of a collision other than the head-on collision), however, even when the
impact has the degree that does not require activation of the air bag, the
switch in the satellite sensor 30 may be turned on to output an ON signal.
The ON signal output from the satellite sensor 30 is input to the threshold
variation pattern changing unit 42 as shown in FIG. 3. Referring back to
the flowchart of FIG. 29, the threshold variation pattern changing unit 42
changes one variation pattern of the threshold value T against the
velocity v to another variation pattern in response to the ON signal from
the satellite sensor 30 at step S34. In accordance with a concrete
procedure, when receiving the ON signal from the satellite sensor 30, the
threshold variation pattern changing unit 42 changes the variation pattern
of the threshold value T stored in the conditional activation unit 60 from
the variation pattern shown in FIG. 5(a) to the variation pattern shown in
FIG. 5(b).
In the graphs of FIGS. 5(a) and 5(b), C1 through C4 are characteristic
curves representing variations in function f(G) against the velocity v of
the non-stationary object. The characteristic curve C shows a variation in
function f(G) when a head-on collision applies an impact of such a degree
that does not require activation of the air bag to the vehicle 46. The
characteristic curve C2 shows a variation in function f(G) when a
collision other than the head-on collision applies an impact of the degree
that does not require activation of the air bag to the vehicle 46. The
characteristic curves C3 and C4 respectively show variations in function
f(G) when the vehicle 46 runs on a rough road. When the vehicle runs on a
rough road, it is naturally not required to activate the air bag. Namely
all of the characteristic curves C1 through C4 show variations in function
f(G) against the velocity v in case that activation of the air bag is not
required.
The threshold value T used for the conditional activation of the air bag,
that is, for the comparison with the value of the function f(G), should be
greater than any of these characteristic curves C1 through C4. In order to
determine the necessity for activation of the air bag as quickly as
possible, however, the threshold value T should be as small as possible
while being greater than these characteristic curves C1 through C4. The
variation pattern of the threshold value T shown in FIG. 5(a) is
accordingly obtained by drawing a plurality of characteristic curves
representing variations in function f(G) in case that activation of the
air bag is not required and then specifying a pattern that exceeds these
characteristic curves but is as close as possible to these characteristic
curves. In accordance with a concrete procedure, an envelope of these
characteristic curves is specified as the variation pattern of the
threshold value T.
As mentioned above, the satellite sensor 30 does not output an ON signal
when a head-on collision applies an impact of such a degree that does not
require activation of the air bag to the vehicle 46 or when the vehicle 46
runs on a rough road. The fact that the satellite sensor 30 outputs an ON
signal suggests one of the other cases. In other words, these two cases
can be left out of consideration when the satellite sensor 30 outputs an
ON signal. The variation pattern of the threshold value T shown in FIG.
5(b) is thus determined after exclusion of all the cases, such as the
characteristic curve C1, in which the impact of a head-on collision
applied to the vehicle 46 has the degree that does not require activation
of the air bag and the cases, such as the characteristic curves C3 and C4,
in which the vehicle 46 runs on a rough road. Namely the variation pattern
of the threshold value T shown in FIG. 5(b) is obtained by drawing a
plurality of characteristic curves, such as the characteristic curve C2,
representing variations in function f(G) in case that collisions other
than the head-on collision apply impacts of such a degree that does not
require activation of the air bag to the vehicle 46 and then specifying a
pattern that exceeds these characteristic curves but is as close as
possible to these characteristic curves in the same manner as FIG. 5(a).
In accordance with a concrete procedure, an envelope of these
characteristic curves is specified as the variation pattern of the
threshold value T.
The floor sensor 32 generally detects the impact or the deceleration G more
sensitively in the event of a head-on collision than in the event of other
collisions within a predetermined time period after the collision (that
is, at the initial stage of a collision). Detection of the impact also
holds a relatively high sensitivity during a drive on a rough road. The
value of the function calculated from the measurement of the floor sensor
32 in the event of a collision other than the head-on collision (that is,
the curve C2) is thus generally smaller than the value of the function in
the event of a head-on collision or during a drive on a rough road (that
is, the curves C1, C3, and C4). The variation pattern of the threshold
value T shown in FIG. 5(b) is accordingly smaller, as a whole, than the
variation pattern shown in FIG. 5(a).
As mentioned above, the threshold variation pattern changing unit 42
changes the variation pattern of the threshold value T from the pattern
shown in FIG. 5(a) to the pattern shown in FIG. 5(b) in response to an ON
signal from the satellite sensor 30 as a trigger.
Until the satellite sensor 30 outputs an ON signal, the conditional
activation unit 60 of the activation control unit 40 compares the value of
the function f(G) with the threshold value T read from the variation
pattern of the threshold value T shown in FIG. 5(a). After the satellite
sensor 30 outputs an ON signal, on the other hand, the conditional
activation unit 60 compares the value of the function f(G) with the
threshold value T read from the variation pattern of the threshold value T
shown in FIG. 5(b).
FIGS. 6(a) and 6(b) are characteristic charts showing a variation in
function f(G) against the velocity v in case that a collision applies an
impact of the degree that requires activation of the air bag to the
vehicle, respectively with the variation patterns of the threshold value T
shown in FIGS. 5(a) and 5(b). In the graphs of FIG. 6, the function f(G)
determined by the arithmetic unit 58 is plotted as ordinate and the
velocity v of the non-stationary object in the vehicle as abscissa. FIGS.
6(a) and 6(b) show the same characteristic curve d representing a
variation in function f(G) upon a given impact, respectively with the
variation patterns of the threshold value T shown in FIGS. 5(a) and 5(b).
In case that the variation pattern of the threshold value T shown in FIG.
5(a) is adopted, when the velocity v of the non-stationary object is equal
to v1, the value of the function f(G) in the curve d exceeds the threshold
value T to activate the air bag as shown in FIG. 6(a). In case that the
variation pattern shown in FIG. 5(b), which is smaller, as a whole, than
the variation pattern of FIG. 5(a), is adopted, on the other hand, when
the velocity v of the non-stationary object is equal to v2 that is smaller
than v1, the value of the function f(G) in the curve d exceeds the
threshold value T to activate the air bag as shown in FIG. 6(b).
Since the velocity v of the non-stationary object monotonously increases
with time as shown in FIG. 4(b), the smaller velocity v represents the
earlier time under the condition of the given impact. The velocity v2
shown in FIG. 6(b) is smaller than the velocity v1 shown in FIG. 6(a), so
that the air bag is activated at the earlier timing in the case of FIG.
6(b) than in the case of FIG. 6(a). In other words, the variation pattern
of the threshold value T shown in FIG. 5(b) activates the air bag at the
earlier timing than the variation pattern shown in FIG. 5(a).
In case that the satellite sensor 30 outputs an ON signal before the
velocity v of the non-stationary object reaches the value v1, the
structure of the embodiment that changes the variation pattern of the
threshold value T from the pattern of FIG. 5(a) to the pattern of FIG.
5(b) in response to the ON signal from the satellite sensor 30 enables the
air bag to be activated at the earlier timing, compared with the structure
that uses only the variation pattern of FIG. 5(a).
As discussed above, in the structure of the first embodiment, the threshold
variation pattern changing unit 42 changes the variation pattern of the
threshold value T adopted for the conditional activation of the air bag 36
in response to an ON signal output from the satellite sensor 30 from the
variation pattern shown in FIG. 5(a) to the variation pattern shown in
FIG. 5(b). This exerts the following effects. When a head-on collision
applies an impact of such a degree that does not require activation of the
air bag to the vehicle or when the vehicle runs on a rough road, the
satellite sensor 30 does not output an ON signal and the variation pattern
of the threshold value T shown in FIG. 5(a) is used for the conditional
activation of the air bag. In this case, the value of the function f(G)
does not exceed the threshold value T and the air bag is not activated.
When a collision other than the head-on collision applies an impact of the
degree that requires activation of the air bag to the vehicle, on the
other hand, the satellite sensor 30 outputs an ON signal and the variation
pattern of the threshold value T shown in FIG. 5(b), which is smaller than
the pattern of FIG. 5(a) as a whole, is used for the conditional
activation of the air bag. In this case, the value of the function f(G)
exceeds the threshold value T at the earlier stage, so that the air bag is
activated at the earlier timing.
In the first embodiment, the threshold value T varies with a variation in
velocity v of the non-stationary object. Compared with the threshold value
T varying with time t, the threshold value T of this embodiment is hardly
affected by the type of the object, against which the vehicle collides,
and ensures the effective control of activation of the air bag. It is here
assumed that the vehicle collides against a plurality of different objects
in an identical state of collision. Under such conditions, the variation
in function f(G) against the velocity v is compared with the variation in
function f(G) against the time t. In the case of the variation in function
f(G) against the time t, the variation curves may be lengthened or
shortened along the time axis depending upon the type of the object in
collision and have no reproducibility in waveform. In the case of the
variation in function f(G) against the velocity v, on the other hand, the
variation curves (for example, the characteristic curves C shown in FIG.
5) are substantially unchanged irrespective of the type of the object in
collision and have reproducibility in waveform. Among the variation
patterns of the threshold value T obtained as the envelope of such
variation curves, the variation pattern against the velocity v is
accordingly less affected by the type of the object in collision than the
variation pattern against the time t.
b. Second Embodiment
FIG. 7 is a block diagram illustrating another activation control apparatus
using satellite sensors as a second embodiment according to the present
invention. FIG. 8 shows the operations of the satellite sensors 30, the
floor sensor 32, and the CPU 22 shown in FIG. 7.
The structural difference between the second embodiment and the first
embodiment is that the CPU 22 of the second embodiment shown in FIG. 7
includes a threshold value changing unit 62, in place of the threshold
variation pattern changing unit 42 of the first embodiment shown in FIG.
1. The operational differences include the operations of the threshold
value changing unit 62 that are different from those of the threshold
variation pattern changing unit 42 and the operations of the activation
control unit 40 in the second embodiment that are a little different from
those in the first embodiment. The other constituents and the operations
in the second embodiment are identical with those in the first embodiment
and are thus not specifically described here.
FIG. 30 is a flowchart showing the operations carried out by the satellite
sensor 30 and the CPU 22 shown in FIG. 7. The processing routine of FIG.
30 is executed substantially in parallel to the processing routine of FIG.
28.
In the second embodiment, the CPU 22 has the functions of the activation
control unit 40 and the threshold value changing unit 62 as shown in FIG.
7. The activation control unit 40 includes the arithmetic unit 58 and the
conditional activation unit 60 as shown in FIG. 8.
The arithmetic unit 58 carries out a predetermined arithmetic operation on
the measurement G output from the floor sensor 32, so as to determine a
function f(G). The conditional activation unit 60 compares the value of
the function f(G) calculated by the arithmetic unit 58 with the threshold
value T at step S22 in the flowchart of FIG. 28. Unlike the first
embodiment, the threshold value T in the second embodiment does not vary
with a variation in velocity v of the non-stationary object, but is fixed
to a certain value or varies with time t. The threshold value T used in
the conditional activation unit 60 is output from the threshold value
changing unit 62.
FIG. 9 is a characteristic chart showing a variation in threshold value T
with time used in the second embodiment and variations in function f(G)
with time in the event of a collision or during a drive on a rough road.
In the graph of FIG. 9, the function f(G) determined by the arithmetic
unit 58 is plotted as ordinate and the time t as abscissa. The
characteristic curve E1 shows a variation in function f(G) with time when
a head-on collision applies an impact of such a degree that requires
activation of the air bag to the vehicle. The characteristic curve E2
shows a variation in function f(G) with time during a drive on a rough
road. The characteristic curve E3 shows a variation in function f(G) with
time when a collision other than the head-on collision applies an impact
of the degree that requires activation of the air bag to the vehicle. The
characteristic curve E4 shows a variation in function f(G) with time when
a collision other than the head-on collision applies an impact of such a
degree that does not require activation of the air bag to the vehicle.
The threshold value changing unit 62 gives the values shown in FIG. 9 as
the threshold value T to the conditional activation unit 60. In the
example of FIG. 9, the satellite sensor 30 inputs an ON signal to the
threshold value changing unit 62 at a time point t1. Until the time point
t1, at which the satellite sensor 30 outputs the ON signal, a fixed value
T1 is given as the threshold value T to the conditional activation unit
60. At the time point t1 when the ON signal is input, the threshold value
T is changed from the value T1 to a smaller value T2. During the time
period between time points t2 and t3, the threshold value T is gradually
increased. After the time point t3, another fixed value T3 is given as the
threshold value T to the conditional activation unit 60. This is a
concrete procedure carried out at step S36 in the flowchart of FIG. 30.
The fixed value T1 given as the threshold value T until the input of an ON
signal is specified in the following manner. Before the satellite sensor
30 outputs an ON signal, in order to prevent unnecessary activation of the
air bag when a head-on collision applies an impact of such a degree that
does not require activation of the air bag to the vehicle or when the
vehicle runs on a rough road, it is necessary to set the threshold value T
by taking these two cases as well as the other cases into consideration.
The values of the function f(G) are respectively determined when
collisions (including a head-on collision and other collisions) apply
impacts of such a degree that does not require activation of the air bag
to the vehicle and when the vehicle runs on a rough road. The threshold
value T is then set equal to the fixed value Tl that is a little greater
than the maximum among the values of the function f(G) thus obtained.
The value given as the threshold value T after the input of an ON signal is
specified in the following manner. The input of an ON signal suggests no
cases in which a head-on collision applies an impact of the degree that
does not require activation of the air bag to the vehicle or the vehicle
runs on a rough road. After the satellite sensor 30 outputs an ON signal,
these two cases can thus be left out of consideration. A concrete
procedure first draws a plurality of characteristic curves, such as the
characteristic curve E4, representing variations in function f(G) with
time when collisions other than the head-on collision apply impacts of
such a degree that does not require activation of the air bag to the
vehicle, and measures the time points on the respective characteristic
curves, at which the satellite sensor 30 outputs an ON signal. The
procedure then adjusts the time axes of the respective characteristic
curves to make all the time points on the respective characteristic
curves, at which the ON signal is output, coincident with a specific time
point on the time axis, and superposes all the characteristic curves one
upon another. The procedure subsequently determines an envelope of the
respective characteristic curves after the time points of the output of
the ON signal, that is, a pattern that exceeds these characteristic curves
but is as close as possible to these characteristic curves. A broken line
T2-T3 that is approximate to the envelope is finally set as the threshold
value T.
The floor sensor 32 generally detects the impact or the deceleration G more
sensitively in the event of a head-on collision than in the event of other
collisions within a predetermined time period after the collision (that
is, at the initial stage of a collision). Detection of the impact also
holds a relatively high sensitivity during a drive on a rough road. At the
initial stage of a collision, the value of the function f(G) calculated
from the measurement of the floor sensor 32 in the event of a collision
other than the head-on collision is thus smaller than the value of the
function f(G) in the event of a head-on collision or during a drive on a
rough road. The threshold value T2 after the output of the ON signal is
accordingly smaller than the threshold value Ti before the output of the
ON signal.
The threshold value changing unit 62 gives the threshold value T specified
as above to the conditional activation unit 60 in response to an ON signal
output from the satellite sensor 30. Until the satellite sensor 30 outputs
an ON signal, the conditional activation unit 60 compares the value of the
function f(G) with the threshold value T fixed to the value Ti. When a
head-on collision applies an impact of the degree that does not require
activation of the air bag to the vehicle or when the vehicle runs on a
rough road, as shown by the characteristic curve E2 (in case of a drive on
a rough road), the value of the function f(G) does not exceed the
threshold value T and the air bag is not activated. When the head-on
collision applies an impact of such a degree that requires activation of
the air bag to the vehicle, on the other hand, as shown by the
characteristic curve E1, the value of the function f(G) exceeds the
threshold value T and the air bag is activated.
After the satellite sensor 30 outputs an ON signal, the conditional
activation unit 60 compares the value of the function f(G) with the
threshold value changing from T2 to T3 with time. For example, when a
collision other than the head-on collision applies an impact of the degree
that requires activation of the air bag to the vehicle, as shown by the
characteristic curve E3, the value of the function f(G) exceeds the
threshold value T at the time point t1 and the air bag is activated.
It is here assumed that the threshold value T is not changed in response to
the ON signal. In this case, the threshold value T is fixed to the value
Ti, and the value of the function f(G) exceeds the threshold value T at a
time point t4. The structure of the second embodiment that changes the
threshold value T from the value T1 to the smaller value T2 in response to
an ON signal output from the satellite sensor 30 enables the air bag to be
activated at the earlier timing.
As discussed above, in the structure of the second embodiment, the
threshold value changing unit 62 changes the threshold value T used for
the conditional activation of the air bag 36 according to the broken line
shown in FIG. 9 in response to an ON signal output from the satellite
sensor 30. This exerts the following effects. When a head-on collision
applies an impact of such a degree that does not require activation of the
air bag to the vehicle or when the vehicle runs on a rough road, the
satellite sensor 30 does not output an ON signal and the threshold value T
is fixed to the value Ti. In this case, the value of the function f(G)
does not exceed the threshold value T and the air bag is not activated.
When a collision other than the head-on collision applies an impact of the
degree that requires activation of the air bag to the vehicle, on the
other hand, the satellite sensor 30 outputs an ON signal and the threshold
value T gradually increases with time from the value T2 that is smaller
than T1. In this case, the value of the function f(G) exceeds the
threshold value T at the earlier stage, so that the air bag is activated
at the earlier timing.
In the first embodiment discussed previously, the variation pattern of the
threshold value T after the output of an ON signal from the satellite
sensor 30 is obtained as an envelope of a plurality of characteristic
curves that represent variations in function f(G) when collisions other
than the head-on collision apply impacts of such a degree that does not
require activation of the air bag to the vehicle. The variation pattern of
the threshold value T may, however, be obtained in the same manner as the
second embodiment. This modified procedure first draws a plurality of
characteristic curves representing variations in function f(G) with time
when collisions other than the head-on collision apply impacts of such a
degree that does not require activation of the air bag to the vehicle, and
measures the time points on the respective characteristic curves, at which
the satellite sensor 30 outputs an ON signal. The procedure then adjusts
the time axes of the respective characteristic curves to make all the time
points on the respective characteristic curves, at which the ON signal is
output, coincident with a specific time point on the time axis, and
superposes all the characteristic curves one upon another. The procedure
subsequently specifies an envelope of the respective characteristic curves
after the time points of the output of the ON signal as the variation
pattern of the threshold value T.
In the first embodiment, the threshold value T varies with a variation in
velocity v of the non-stationary object in the vehicle 46, and the
variation pattern of the threshold value T against the velocity v is
changed in response to an ON signal output from the satellite sensor 30.
Like the second embodiment, however, the threshold value T may vary with
time t and the variation pattern of the threshold value T against the time
t may be changed in response to an ON signal output from the satellite
sensor 30.
As discussed below in a third embodiment of the present invention, in case
that the plurality of satellite sensors installed have different reference
values of deceleration to turn on the internal switch, the variation
pattern of the threshold value T in the first embodiment and the threshold
value T in the second embodiment may be changed every time when each
satellite sensor outputs an ON signal.
c. Satellite Sensor
As mentioned previously, the satellite sensors 30 used in the first and the
second embodiment are disposed in the front portion of the vehicle 46 and
more specifically, are arranged off to the right front and the left front
of the floor sensor 32 in the ECU 44 as shown in FIG. 2. The arrangement
of the satellite sensors 30 at the two different positions off to the
right front and the left front enables an impact unsymmetrical with
respect to the center line of the vehicle (the center line along the
length), such as an oblique collision or an offset collision, to be
detected with high accuracy.
An oblique collision or an offset collision does a damage to a part of the
vehicle. In case that signal lines extending from the satellite sensor
(that is, a wire harness) exist in the damaged part, the wire harness may
be down on the impact of the collision. This cuts of f the transmission
path of the ON signal from the satellite sensor to the ECU 44.
In the above embodiments, the wire harness extending from each satellite
sensor is accordingly divided into two directions, that is, the right side
and the left side in the vehicle.
FIGS. 10(a) and 10(b) show exemplified arrangements of the wire harness
extending from the satellite sensors 30 used in the present invention. In
the example of FIG. 10(a), each of the wire harnesses extending from the
satellite sensors 30R and 30L disposed in the right front and the left
front portions of the vehicle 46 is divided into two lines. The two lines
of each wire harness respectively run through the right side and the left
side in the vehicle 46 and are connected to the ECU 44.
In the example of FIG. 10(b), a wire harness extending from the satellite
sensors 30R and 30L is divided into two branches, which respectively run
through the right side and the left side in the vehicle 46. These left and
right branches of the wire harness are connected to each other via another
wire harness.
In the arrangement of dividing the wire harness extending from each
satellite sensor into two directions, that is, the right side and the left
side in the vehicle, even when an oblique collision or an offset collision
damages either the right side or the left side of the vehicle, it is very
rare that the two branches of the wire harness running through the right
side and the left side in the vehicle are down at the same time. This
arrangement accordingly ensures the transmission path of the ON signal
from the satellite sensor to the ECU 44 and thereby improves the
reliability of activation control of the air bag.
In the example of FIG. 10(b), the ON signals output from the satellite
sensors 30R and 30L pass through the same wire harness. In order to
prevent interference of the ON signals, these ON signals should be
subjected to known signal processing, prior to the transmission.
The following describes concrete structures of the satellite sensor 30.
FIGS. 11(a) and 11(b) are circuit diagrams illustrating concrete
structures of the satellite sensor 30 used in the present invention. In
the example of FIG. 11(a) that corresponds to the arrangement of FIG.
10(a), the wire harness extending from one satellite sensor 30a is divided
into two lines W1 and W2. Two diodes 52 and 54 arranged to have the
symmetrical polarities connect the two lines of wire harnesses W1 and W2
with each other. A parallel circuit, which includes an internal switch 50
and a resistor 56, and a resistor 48 are connected in series between a
joint P of the diodes 52 and 54 and a ground.
When an impact of not less than a predetermined reference value is applied
to the vehicle, for example, in the event of a collision, the internal
switch 50 of the satellite sensor 30a is turned on to change the voltage
between the joint P and the ground. The change of the voltage is
transmitted as the ON signal to the ECU 44.
In this circuit structure with the two lines of wire harness W1 and W2, for
example, even when a point Q in one line of wire harness W2 is down in the
event of a collision, the ON signal can be transmitted via the other line
of wire harness W1 to the ECU 44.
The resistor 48 interposed between the internal switch 50 and the ground
prevents the voltage at the joint P and thereby the voltage input to the
ECU 44 from decreasing to 0 V in the on state of the internal switch 50.
In case that a collision causes a short circuit, for example, at the point
Q in the wire harness W2, on the other hand, the voltage input to the ECU
44 decreases to 0 V. This enables the ECU 44 to distinguish the on state
of the internal switch 50 from a short circuit in the wire harness based
on the value of the input voltage, thereby realizing accurate detection of
a short circuit in the wire harness.
The two diodes 52 and 54 interposed between the two lines of wire harness
W1 and W2 prevent the voltage at the joint P from decreasing to 0 V even
when a collision causes a short circuit, for example, at the point Q in
the wire harness W2. This ensures accurate detection of the on state of
the internal switch 50.
In the example of FIG. 11(b), not only the signal line of the ON signal but
the earth line is divided into two lines and connected to the ECU 44. This
structure enables the earth potential of a satellite sensor 30b to
coincide with the earth potential in the ECU 44.
d. Third Embodiment
FIG. 12 is a block diagram illustrating still another activation control
apparatus using satellite sensors as a third embodiment according to the
present invention. FIG. 13 shows the operations of first and second
satellite sensors 64 and 66, a seat belt manipulation detector 68, the
floor sensor 32, and the CPU 22 shown in FIG. 12.
The structural differences between the third embodiment and the second
embodiment are that each satellite sensor 30 is replaced by the first and
the second satellite sensors 64 and 66 and that the seat belt manipulation
detector 68 is newly added. The difference in operations of the threshold
value changing unit 62 between the third embodiment and the second
embodiment is ascribed to the structural difference with the first and the
second satellite sensors 64 and 66 and the seat belt manipulation detector
68. The other constituents and the operations in the third embodiment are
identical with those in the second embodiment and are thus not
specifically described here.
FIG. 31 is a flowchart showing the operations carried out by the first and
the second satellite sensors 64 and 66, the seat belt manipulation
detector 68, and the CPU 22 shown in FIG. 12. The processing routine of
FIG. 31 is executed substantially in parallel to the processing routine of
FIG. 28.
In the third embodiment, the first satellite sensor 64 and the second
satellite sensor 66 have different reference values of deceleration to
turn on the internal switches thereof. The internal switch of the first
satellite sensor 64 is turned on to output an ON signal when a
deceleration of not less than a reference value K1 is applied to the
vehicle. The internal switch of the second satellite sensor 66 is turned
on to output an ON signal when a deceleration of not less than a reference
value K2, which is smaller than the reference value K1 (K2<K1), is applied
to the vehicle. Like the satellite sensors 30, the first and the second
satellite sensors 64 and 66 are disposed in the front portion of the
vehicle 46 and more specifically, are arranged off to both the right front
and the left front of the floor sensor 32 in the ECU 44.
Referring to the flowchart of FIG. 31, the seat belt manipulation detector
68 detects whether or not the vehicle occupant (for example, the driver)
fastens a seat belt on the seat and outputs the result of detection as a
detection signal at step S40.
As shown in FIG. 13, the threshold value changing unit 62 receives the
detection signal output from the seat belt manipulation detector 68 and
gives different threshold values according to the wearing state of the
seat belt to the conditional activation unit 60.
FIG. 14 is a characteristic chart showing variations in threshold value
with time under the worn condition of the seat belt and under the non-worn
condition of the seat belt in the third embodiment. In the graph of FIG.
14, the value of the function f(G) is plotted as ordinate and the time t
as abscissa. In case that the detection signal output from the seat belt
manipulation detector 68 represents the worn state of the seat belt, the
threshold value changing unit 62 gives a threshold value Th shown in FIG.
14 to the conditional activation unit 60. In case that the detection
signal represents the non-worn state of the seat belt, on the contrary,
the threshold value changing unit 62 gives a threshold value T1 shown in
FIG. 14 to the conditional activation unit 60.
The threshold value changing unit 62 receives an ON signal output from
either the first satellite sensor 64 or the second satellite sensor 66.
Under the worn condition of the seat belt, the threshold value changing
unit 62 neglects the ON signal output from the second satellite sensor 66
but changes the threshold value from the current value to another value in
response to the ON signal output from the first satellite sensor 64 (steps
S42, S44, S46, and S48). Under the non-worn condition of the seat belt, on
the other hand, the threshold value changing unit 62 neglects the ON
signal output from the first satellite sensor 64 but changes the threshold
value from the current value to another value in response to the ON signal
output from the second satellite sensor 66 (steps S42, S50, S52, and S48).
In the example of FIG. 14, the first satellite sensor 64 outputs an ON
signal at a time point t6, whereas the second satellite sensor 66 outputs
an ON signal at a time point t5. Under the worn condition of the seat
belt, the threshold value Th is given to the conditional activation unit
60 in response to the ON signal from the first satellite sensor 64, as
described above. Until the time point t6, at which the first satellite
sensor 64 outputs an ON signal, a fixed value T4 is given as the threshold
value Th to the conditional activation unit 60. At the time point t6 when
the ON signal is input, the threshold value Th is changed from the fixed
value T4 to a smaller value T6. The threshold value Th is gradually
increased after a time point t7.
Under the non-worn condition of the seat belt, on the other hand, the
threshold value Tl is given to the conditional activation unit 60 in
response to the ON signal from the second satellite sensor 66, as
described above. Until the time point t5, at which the second satellite
sensor 66 outputs an ON signal, a fixed value T5 is given as the threshold
value Tl to the conditional activation unit 60. At the time point t5 when
the ON signal is input, the threshold value T1 is changed from the fixed
value T5 to a smaller value T7. The threshold value Tl is gradually
increased after a time point t8.
In this embodiment, the threshold value Tl under the non-worn condition of
the seat belt is set to be smaller than the threshold value Th under the
worn condition of the seat belt as shown in FIG. 14. More concretely, the
value T5 is smaller than the value T4 set as the threshold value before
the input of the ON signal, and the value T7 is smaller than the value T6
set as the threshold value immediately after the input of the ON signal.
The threshold value Tl is thereafter also set to be smaller than the
threshold value Th.
The smaller threshold value Tl under the non-worn condition of the seat
belt than the threshold value Th under the worn condition of the seat belt
is based on the following reason. In case that the vehicle occupant
fastens the seat belt, the seat belt restraints the occupant upon an
impact of a certain degree and the necessity for activation of the air bag
is relatively low. In case that the vehicle occupant does not wear the
seat belt, however, the body of the occupant free from the restraint of
the seat belt is moved by the inertial force even upon a relatively small
impact and may be struck against an object in the vehicle. The necessity
for activation of the air bag is thus relatively high.
The reference value K2 in the second satellite sensor 66 is set to be
smaller than the reference value K1 in the first satellite sensor 64,
because of the following reason. The ON signal output from the second
satellite sensor 66 is active under the non-worn condition of the seat
belt, whereas the ON signal output from the first satellite sensor 64 is
active under the worn condition of the seat belt. As mentioned above, the
threshold value under the non-worn condition of the seat belt is smaller
than the threshold value under the worn condition of the seat belt until
the output of the ON signal from the satellite sensor. A smaller value is
accordingly set to the reference value K2 in the second satellite sensor
66 corresponding to the smaller threshold value, in order to quicken the
timing of the output of the ON signal, that is, the timing of changing the
threshold value. A larger value is, on the other hand, set to the
reference value K1 in the first satellite sensor 64 corresponding to the
greater threshold value, in order to slow the timing of changing the
threshold value.
As discussed above, the structure of the third embodiment changes the
threshold value adopted for the conditional activation of the air bag
between the worn state of the seat belt and the non-worn state of the seat
belt. This enables the highly accurate activation control of the air bag
based on the wearing state of the seat belt. The structure of the
embodiment uses the different satellite sensors having different reference
values under the worn condition of the seat belt and under the non-worn
condition of the seat belt. This varies the timing of the output of the ON
signal, that is, the timing of changing the threshold value, under the
worn condition of the seat belt and under the non-worn condition of the
seat belt. This structure enables activation control of the air bag with
higher accuracy.
Although the first satellite sensor 64 and the second satellite sensor 66
are separate sensors in this embodiment, these two sensors may be
integrated into one sensor.
FIG. 15 is a circuit diagram showing an example wherein the first satellite
sensor 64 and the second satellite sensor 66 shown in FIG. 12 are
constructed as one integrated satellite sensor 78. The satellite sensor 78
has two internal switches 70 and 72, which are respectively connected with
resistors 74 and 76 in parallel and are arranged in series between
terminals P1 and P2. The internal switch 70 is turned on in case that an
impact of not less than the reference value KX is applied to the vehicle,
and the internal switch 72 is turned on in case that an impact of not less
than the reference value K2 is applied to the vehicle. When the impact on
the vehicle is less than the reference value K2, neither the internal
switch 70 nor the internal switch 72 is turned on. When the impact on the
vehicle is not less than the reference value K2 but is less than the
reference value K1, only the internal switch 72 is turned on. When the
impact on the vehicle is not less than the reference value K1, the
internal switch 70 is additionally turned on. The voltage between the
terminals P1 and P2 is changed in response to the ON actions of the
internal switches 70 and 72. The change in voltage is transmitted as the
ON signal corresponding to each reference value K1 or K2 to the ECU 44.
The integrated satellite sensor 78 can reduce the total number of parts.
In the third embodiment, the two satellite sensors 64 and 66 having
different reference values may be replaced by three or more satellite
sensors.
e. Fourth Embodiment
FIG. 16 is a block diagram illustrating another activation control
apparatus using satellite sensors as a fourth embodiment according to the
present invention. FIG. 17 shows the operations of the satellite sensors
30, the seat belt manipulation detector 68, the floor sensor 32, and the
CPU 22 shown in FIG. 16.
The structural difference between the fourth embodiment and the third
embodiment is that the first and the second satellite sensors 64 and 66
are replaced by the satellite sensor 30 used in the first and the second
embodiments as shown in FIG. 16. The structural difference with the
satellite sensor 30 leads the difference between the operations of a
threshold value changing unit 80 and the operations of the threshold value
changing unit 62 of the third embodiment. The other constituents and the
operations in the fourth embodiment are identical with those in the third
embodiment and are thus not specifically described here.
In the fourth embodiment, as shown in FIG. 17, the threshold value changing
unit 80 receives the detection signal output from the seat belt
manipulation detector 68 and gives different threshold values according to
the wearing state of the seat belt to the conditional activation unit 60.
FIG. 18 is a characteristic chart showing variations in threshold value
with time under the worn condition of the seat belt and under the non-worn
condition of the seat belt in the fourth embodiment. In the graph of FIG.
18, the value of the function f(G) is plotted as ordinate and the time t
as abscissa. In case that the detection signal output from the seat belt
manipulation detector 68 represents the worn state of the seat belt, the
threshold value changing unit 80 gives a threshold value Ta shown in FIG.
18 to the conditional activation unit 60. In case that the detection
signal represents the non-worn state of the seat belt, on the contrary,
the threshold value changing unit 80 gives a threshold value Tn shown in
FIG. 18 to the conditional activation unit 60.
The threshold value changing unit 80 changes the threshold value from the
current value to another value in response to the output of the ON signal
from the satellite sensor 30.
In the example of FIG. 18, the satellite sensor 30 outputs an ON signal at
a time point t9. Under the worn condition of the seat belt, the threshold
value Ta is given to the conditional activation unit 60 as described
above. Until the time point t9, at which the satellite sensor 30 outputs
an ON signal, a fixed value T8 is given as the threshold value Ta to the
conditional activation unit 60. At the time point t9 when the ON signal is
input, the threshold value Ta is changed from the fixed value T8 to a
smaller value T10. The threshold value Ta is gradually increased after a
time point t10.
Under the non-worn condition of the seat belt, on the other hand, the
threshold value Tn is given to the conditional activation unit 60 as
described above. Until the time point t9, at which the satellite sensor 30
outputs an ON signal, a fixed value T9 is given as the threshold value Tn
to the conditional activation unit 60. At the time point t9 when the ON
signal is input, the threshold value Tn is changed from the fixed value T9
to the smaller value T10. The threshold value Tn is gradually increased
after the time point t10.
In the fourth embodiment, the threshold value Tn under the non-worn
condition of the seat belt is generally smaller than the threshold value
Ta under the worn condition of the seat belt as shown in FIG. 18. More
concretely, the value T9 is smaller than the value T8 set as the threshold
value before the input of the ON signal. The threshold value Tn again
becomes smaller than the threshold value Ta after a predetermined time
period has elapsed since the input of the ON signal, although the
threshold values Tn and Ta are equal to each other immediately after the
input of the ON signal.
The smaller threshold value Tn under the non-worn condition of the seat
belt than the threshold value Ta under the worn condition of the seat belt
is based on the same reason as discussed in the third embodiment.
As discussed above, the structure of the fourth embodiment changes the
threshold value adopted for the conditional activation of the air bag
between the worn state of the seat belt and the non-worn state of the seat
belt. This enables the highly accurate activation control of the air bag
based on the wearing state of the seat belt. Although the fourth
embodiment can not change the timing of the output of the ON signal
between the worn state of the seat belt and the non-worn state of the seat
belt unlike the third embodiment, the fourth embodiment with the satellite
sensor 30 requires the less number of parts, compared with the third
embodiment with the first and the second satellite sensors 64 and 66.
In the fourth embodiment, the threshold value changing unit 80 changes the
threshold value from the current value to another value in response to the
output of the ON signal from the satellite sensor 30 both under the worn
condition of the seat belt and under the non-worn condition of the seat
belt. In accordance with one modified structure, the threshold value
changing unit 80 changes the threshold value in response to the ON signal
from the satellite sensor 30 only under the worn condition of the seat
belt, and keeps the threshold value unchanged irrespective of the ON
signal from the satellite sensor 30 under the non-worn condition of the
seat belt.
FIG. 19 shows such a modified example, in which the threshold value is
changed only under the worn condition of the seat belt and kept unchanged
under the non-worn condition of the seat belt. In the graphs of FIG. 19,
the value of the function f(G) is plotted as ordinate and the time t as
abscissa. In case that the detection signal from the seat belt
manipulation detector 68 represents the worn state of the seat belt, the
threshold value changing unit 80 gives a threshold value Tv shown in FIG.
19(a) to the conditional activation unit 60. In case that the detection
signal represents the non-worn state of the seat belt, on the contrary,
the threshold value changing unit 80 gives a threshold value Tc shown in
FIG. 19(b) to the conditional activation unit 60. Under the worn condition
of the seat belt, a fixed value T11 is given as the threshold value Tv to
the conditional activation unit 60 until the output of the ON signal from
the satellite sensor 30. In response to the input of the ON signal, the
threshold value Tv is changed from the value T11 to another value T13.
Under the non-worn condition of the seat belt, on the other hand, a fixed
value T12 is always given as the threshold value Tc to the conditional
activation unit 60, regardless of the output of the ON signal from the
satellite sensor 30.
In this manner, the logic for the conditional activation of the air bag
under the worn condition of the seat belt may be different from that under
the non-worn condition of the seat belt.
In the third and the fourth embodiments discussed above, the threshold
value is changed according to the wearing state of the seat belt. In
accordance with another modification, the threshold value may be changed
according to the position of the seat along the length of the vehicle or
the angle of the seat.
In these embodiments, different threshold values are used for the
activation control of the air bag under the worn condition of the seat
belt and under the non-worn condition of the seat belt; the threshold
values Th and Tl in the third embodiment, the threshold values Ta and Tn
in the fourth embodiment, and the threshold values Tv and Tc in the
modified example. The vehicle may have seat belt pre-tensioners as well as
the air bags as the passive vehicle occupant restraints. In this case, the
threshold value used under the worn condition of the seat belt (that is,
the threshold value Th in the third embodiment, the threshold value Ta in
the fourth embodiment, and the threshold value Tv in the modified example)
may be adopted for the conditional activation of the air bag, irrespective
of the wearing state of the seat belt. The threshold value used under the
non-worn condition of the seat belt (that is, the threshold value Tl in
the third embodiment, the threshold value Tn in the fourth embodiment, and
the threshold value Tc in the modified example) may be adopted for the
conditional activation of the seat belt pre-tensioner.
FIG. 20 illustrates a concrete example of the air bag with two inflators. A
bag 88 of the air bag 36 includes a first inflator 84 and a second
inflator 86, which are actuated on impact to evolve a gas in the bag 88
and inflate the bag 88. The degree of inflation of the bag 88 and its
pressure are regulated by selecting an appropriate inflator to be actuated
and controlling the timing of the actuation of the selected inflator.
In the air bag 36 having the two inflators 84 and 86 in the bag 88 as shown
in FIG. 20, the threshold value used under the worn condition of the seat
belt (that is, the threshold value Th in the third embodiment, the
threshold value Ta in the fourth embodiment, and the threshold value Tv in
the modified example) may be adopted for the actuation of the first
inflator 84, irrespective of the wearing state of the seat belt. The
threshold value used under the non-worn condition of the seat belt (that
is, the threshold value Tl in the third embodiment, the threshold value Tn
in the fourth embodiment, and the threshold value Tc in the modified
example) may be adopted for the actuation of the second inflator 86,
irrespective of the wearing state of the seat belt.
In the third and the fourth embodiments discussed above, the threshold
value changing unit changes the threshold value in response to an ON
signal from the satellite sensor. The principles of these embodiments may,
however, be applicable to the structure, in which the threshold variation
pattern changing unit changes the variation pattern of the threshold value
in response to an ON signal from the satellite sensor.
B. Activation Control Apparatus using Biaxial Sensor
a. Fifth Embodiment
FIG. 21 is a block diagram illustrating an activation control apparatus
using a biaxial sensor as a fifth embodiment according to the present
invention. FIG. 22 shows the operations of a biaxial sensor 90, the floor
sensor 32, and the CPU 22 shown in FIG. 21.
The structural difference between the fifth embodiment and the first
embodiment is that the satellite sensors 30 are replaced by a biaxial
sensor 90 as shown in FIG. 21. The operational differences include the
operations of the biaxial sensor 90 that are different from those of the
satellite sensor 30 and the operations of a threshold variation pattern
changing unit 92 that are different from those of the threshold variation
pattern changing unit 42 of the first embodiment. The other constituents
and the operations in the fifth embodiment are identical with those in the
first embodiment and are thus not specifically described here. The biaxial
sensor 90 of this embodiment corresponds to the impact measurement sensor.
FIG. 32 is a flowchart showing the operations carried out by the biaxial
sensor 90 and the CPU 22 shown in FIG. 21.
In the fifth embodiment, the threshold variation pattern changing unit 92
includes an integration unit 94, a direction determination unit 96, and a
threshold variation pattern switching unit 98 as shown in FIG. 22.
FIG. 23 shows a position in the vehicle 46 at which the biaxial sensor 90
is disposed. In this embodiment, the biaxial sensor 90 is placed in a
central portion of the vehicle 46 as shown in FIG. 23.
The biaxial sensor 90 detects the direction of an impact applied to the
vehicle. More concretely the biaxial sensor 90 always measures a
deceleration Gx applied in the direction of the length of the vehicle 46
(hereinafter referred to as the direction x) and a deceleration Gy applied
in the direction of the width of the vehicle 46 (hereinafter referred to
as the direction y) as shown in FIG. 23. This procedure corresponds to
step S60 in the flowchart of FIG. 32. The biaxial sensor 90 then outputs
the results of measurement as signals. When the direction of the impact
detected by the biaxial sensor 90 coincides with a preset direction, the
threshold variation pattern changing unit 92 changes the variation pattern
of the threshold value used in the conditional activation unit 60 to
another variation pattern at step S64.
The following describes the operations of the threshold variation pattern
changing unit 92 in detail. As shown in FIG. 22, the integration unit 94
in the threshold variation pattern changing unit 92 integrates the
measurements Gx and Gy output from the biaxial sensor 90 (that is, the
decelerations in the directions x and y) once with respect to the time t,
so as to yield an integral .intg.Gxdt in the direction x and an integral
.intg.Gydt in the direction y. The value obtained by integrating the
deceleration once with respect to the time t represents the velocity v of
a non-stationary object in the vehicle as mentioned above, and the
integrals .intg.Gxdt and .intg.Gydt thus respectively denote the
velocities of the non-stationary object in the direction x and in the
direction y.
The direction determination unit 96 specifies the direction of the impact
applied to the vehicle 46 based on the integrals .intg.Gxdt and .intg.Gydt
calculated by the integration unit 94, and determines whether or not the
direction of the impact coincides with a preset direction. This specifies
which group the type of the collision belongs to, that is, either a first
group including an oblique collision and an offset collision or a second
group including a head-on collision, a pole collision, and an under-ride
collision. In the case of an oblique collision or an offset collision, the
direction determination unit 96 inputs an instruction signal to the
threshold variation pattern switching unit 98. This procedure corresponds
to step S62 in the flowchart of FIG. 32.
FIGS. 24(a) and 24(b) are characteristic charts showing the integrals
.intg.Gxdt and .intg.Gydt in the directions x and y obtained by the
integration unit 94 of FIG. 22 in a rectangular coordinate system. The
integral .intg.Gxdt in the direction x is plotted as ordinate and the
integral .intg.Gydt in the direction y as abscissa.
FIG. 24(a) shows integral curves in the case of an oblique collision of a
vehicle S1 against a vehicle S0 and in the case of an oblique side
collision of a vehicle S2 against the vehicle S0. M1 denotes an integral
curve in the case of an oblique collision of the vehicle S1, and M2
denotes an integral curve in the case of an oblique side collision of the
vehicle S2. N1 represents the direction of an impact applied to the
vehicle S0 when the vehicle S1 collides against the vehicle S0, and N2
represents the direction of an impact applied to the vehicle S0 when the
vehicle S2 collides against the vehicle S0.
The integral of the deceleration G, that is, the velocity of the
non-stationary object in the vehicle, gradually increases from zero with
time after the collision as shown in FIG. 4(b). Both the integral curves
M1 and M2 accordingly extend from zero or the origin of the coordinate
system with time after the collision as clearly seen in FIG. 24(a). In the
vicinity of the origin 0, that is, at the initial stage immediately after
the collision, the directions of the curves M1 and M2 clearly coincide
with the directions N1 and N2 of the impacts applied to the vehicle S0.
This means that the curve obtained by plotting the integrals .intg.Gxdt
and .intg.Gydt in the directions x and y in the rectangular coordinate
system as shown in FIG. 24(a) specifies the direction of the impact
applied to the vehicle.
In this manner, the direction determination unit 96 of FIG. 22 specifies
the direction of the impact applied to the vehicle 46 based on the
integrals 17 Gxdt and .intg.Gydt obtained by the integration unit 94.
FIG. 24(b) shows integral curves in various types of collisions. M3 and M6
denote curves in case that the vehicle crashes in an oblique collision at
a high speed (high-speed oblique collision), M4 a curve in case that the
vehicle crashes in an oblique collision at a medium speed (medium-speed
oblique collision), and M5 a curve in case that the vehicle crashes in an
offset collision at a medium speed (medium-speed offset collision). M7
through M9 (shown by broken lines) represent curves in case of a head-on
collision, a pole collision, and an under-ride collision, respectively.
As shown in FIG. 24(b), in case of an unsymmetrical collision with respect
to the center line of the vehicle (the center line along the direction x),
such as an oblique collision or an offset collision, the direction of the
impact applied to the vehicle has an angle of not less than a
predetermined value with respect to the center line. In case of a
substantially symmetrical collision with respect to the center line of the
vehicle, such as a head-on collision, a pole collision, and an under-ride
collision, on the other hand, the direction of the impact applied to the
vehicle is virtually along the direction x (that is, along the length of
the vehicle). Based on these facts, it is determined whether or not the
direction of the impact has an angle of not less than the predetermined
value with respect to the center line of the vehicle. When the direction
of the impact has the angle of not less than the predetermined value, the
collision is regarded as either one of an oblique collision and an offset
collision. When the direction of the impact has the angle of less than the
predetermined value, on the contrary, the collision is regarded as any one
of a head-on collision, a pole collision, and an under-ride collision.
The direction determination unit 96 accordingly determines whether or not
the direction of the collision coincides with a preset direction (that is,
the direction having an angle of not less than a predetermined value with
respect to the center line of the vehicle) in the above manner, and
specifies the type of the collision, that is, either a first group
including an oblique collision and an offset collision or a second group
including a head-on collision, a pole collision, and an under-ride
collision. In the case of an oblique collision or an offset collision, the
direction determination unit 96 inputs an instruction signal to the
threshold variation pattern switching unit 98.
The instruction signal output from the direction determination unit 96
corresponds to the ON signal output from the satellite sensor in the
embodiments discussed previously. The threshold variation pattern
switching unit 98 changes the threshold value T between two variation
patterns that correspond to those shown in FIGS. 5(a) and 5(b) in response
to the instruction signal.
Until the direction determination unit 96 outputs an instruction signal,
the conditional activation unit 60 of the activation control unit 40
compares the value of the function f(G) with the threshold value T read
from a variation pattern of the threshold value T corresponding to that
shown in FIG. 5(a). After the direction determination unit 96 outputs an
instruction signal, on the other hand, the conditional activation unit 60
compares the value of the function f(G) with the threshold value T read
from a variation pattern of the threshold value T corresponding to that
shown in FIG. 5(b).
The variation pattern of the threshold value T corresponding to that shown
in FIG. 5(a) is obtained by drawing a plurality of characteristic curves
representing variations in function f(G) in the case of various types of
collisions including a head-on collision and so on that do not require
activation of the air bag and then specifying a pattern that exceeds these
characteristic curves but is as close as possible to these characteristic
curves.
As discussed previously, the direction determination unit 96 inputs an
instruction signal to the threshold variation pattern switching unit 98
only in the case of either an oblique collision or an offset collision.
The fact that the direction determination unit 96 outputs an instruction
signal means that the type of the collision does not belong to the second
group including a head-on collision, a pole collision, and an under-ride
collision. After the input of the instruction signal, all the collisions
included in the second group can thus be left out of consideration, and
consideration should be given to only an oblique collision and an offset
collision. The variation pattern of the threshold value T corresponding to
that shown in FIG. 5(b) is accordingly obtained by drawing a plurality of
characteristic curves representing variations in function f(G) in the case
of either an oblique collision or an offset collision that does not
require activation of the air bag and then specifying a pattern that
exceeds these characteristic curves but is as close as possible to these
characteristic curves.
The variation pattern of the threshold value T corresponding to that shown
in FIG. 5(b) is generally smaller than the variation pattern of the
threshold value T corresponding to that shown in FIG. 5(a). The air bag
can accordingly be activated at the earlier timing in the case of the
variation pattern of the threshold value corresponding to that shown in
FIG. 5(b).
As discussed above, in the fifth embodiment, when it is determined that the
direction of the impact applied to the vehicle coincides with a preset
direction (that is, the direction having an angle of not less than a
predetermined value with respect to the center line of the vehicle), the
threshold variation pattern changing unit 92 changes the variation pattern
of the threshold value T adopted for the conditional activation of the air
bag 36 from the variation pattern corresponding to that shown in FIG. 5(a)
to the variation pattern corresponding to that shown in FIG. 5(b). This
exerts the following effects. In the case of any one of a head-on
collision, a pole collision, and an under-ride collision, the direction
determination unit 96 does not input an instruction signal to the
threshold variation pattern switching unit 98, and the variation pattern
of the threshold value T corresponding to that shown in FIG. 5(a) is
adopted for the conditional activation of the air bag. In case that any
one of a head-on collision, a pole collision, and an under-ride collision
does not apply an impact of such a degree that requires activation of the
air bag to the vehicle, the value of the function f(G) does not exceed the
threshold value T and the air bag is not activated. In the case of an
oblique collision or an offset collision, however, the direction
determination unit 96 inputs an instruction signal to the threshold
variation pattern switching unit 98, and the variation pattern of the
threshold value T that corresponds to that shown in FIG. 5(b) and is
generally smaller than the above variation pattern is adopted for the
conditional activation of the air bag. When either an oblique collision or
an offset collision applies an impact of the degree that requires
activation of the air bag to the vehicle, the value of the function f(G)
exceeds the threshold value T on the earlier stage, and the air bag is
accordingly activated at the earlier timing.
b. Sixth Embodiment
The technique of detecting the direction of the impact applied to the
vehicle by means of a biaxial sensor and changing the variation pattern of
the threshold value based on the result of detection is naturally
applicable to the structure of the second embodiment that changes the
threshold value.
FIG. 25 is a block diagram illustrating another activation control
apparatus using a biaxial sensor as a sixth embodiment according to the
present invention. FIG. 26 shows the operations of the biaxial sensor 90,
the floor sensor 32, and the CPU 22 shown in FIG. 25.
The structural difference between the sixth embodiment and the fifth
embodiment is that the CPU 22 includes a threshold value changing unit 100
in place of the threshold variation pattern changing unit 92 as shown in
FIG. 25. The operational difference includes the operations of the
threshold value changing unit 100 that are different from those of the
threshold variation pattern changing unit 92. The other constituents and
the operations in the sixth embodiment are identical with those in the
fifth embodiment and are thus not specifically described here.
In the sixth embodiment, the threshold value changing unit 100 includes the
integration unit 94, the direction determination unit 96, and a threshold
value adjustment unit 102 as shown in FIG. 26.
The operations of the integration unit 94 and the direction determination
unit 96 have been discussed in the fifth embodiment, and only the
operations of the threshold value adjustment unit 102 is described here.
The threshold value adjustment unit 102 gives a value corresponding to
that shown in FIG. 9 as the threshold value T to the conditional
activation unit 60. Until the direction determination unit 96 outputs an
instruction signal, a fixed value is given as the threshold value T to the
conditional activation unit 60. At the time of the input of an instruction
signal, the threshold value T is changed from the fixed value to a smaller
value. The threshold value T is then gradually increased. After a certain
time point, another fixed value is given as the threshold value T to the
conditional activation unit 60.
The fixed value given as the threshold value T to the conditional
activation unit 60 until the input of an instruction signal is specified
in the following manner. Before the direction determination unit 96
outputs an instruction signal, the type of the collision is not restricted
to either an oblique collision or an offset collision. In order to prevent
unnecessary activation of the air bag, for example, when a head-on
collision applies an impact of such a degree that does not require
activation of the air bag to the vehicle, it is necessary to set the
threshold value T by taking not only an oblique collision and an offset
collision but a head-on collision, a pole collision, and an under-ride
collision into consideration. The values of the function f(G) are
respectively determined when collisions (including a head-on collision and
other collisions) apply impacts of such a degree that does not require
activation of the air bag to the vehicle. The threshold value T is then
set equal to a fixed value that is a little greater than the maximum among
the values of the function f(G) thus obtained.
The value given as the threshold value T to the conditional activation unit
60 after the input of an instruction signal is specified in the following
manner. The fact that the direction determination unit 96 outputs an
instruction signal means that a head-on collision, a pole collision, and
an under-ride collision can be left out of consideration. A concrete
procedure first draws a plurality of characteristic curves representing
variations in function f(G) with time when an oblique collision and an
offset collision apply impacts of such a degree that does not require
activation of the air bag to the vehicle, and measures the time points on
the respective characteristic curves, at which the direction determination
unit 96 outputs an instruction signal. The procedure then adjusts the time
axes of the respective characteristic curves to make all the time points
on the respective characteristic curves, at which the instruction signal
is output, coincident with a specific time point on the time axis, and
superposes all the characteristic curves one upon another. The procedure
subsequently determines a pattern that exceeds these characteristic curves
after the specific time point but is as close as possible to these
characteristic curves. A broken line that is approximate to this pattern
is finally set as the threshold value T.
As discussed above in the sixth embodiment, the threshold value changing
unit 100 changes the threshold value T adopted for the conditional
activation of the air bag in the manner discussed above, based on the
determination of whether or not the direction of the impact applied to the
vehicle coincides with a preset direction (that is, the direction having
an angle of not less than a predetermined value with respect to the center
line of the vehicle). This exerts the following effects. In the case of
any one of a head-on collision, a pole collision, and an under-ride
collision, the direction determination unit 96 does not input an
instruction signal to the threshold value adjustment unit 102, and the
fixed value specified as above is used as the threshold value T for the
conditional activation of the air bag. In case that any one of a head-on
collision, a pole collision, and an under-ride collision applies an impact
of such a degree that does not require activation of the air bag to the
vehicle, the value of the function f(G) does not exceed the threshold
value T and the air bag is not activated. In the case of an oblique
collision or an offset collision, however, the direction determination
unit 96 inputs an instruction signal to the threshold value adjustment
unit 102, and the threshold value T increases with time from a value
smaller than the fixed value. In this case, the value of the function f(G)
exceeds the threshold value T on the earlier stage, and the air bag is
accordingly activated at the earlier timing.
The present invention is not restricted to the above embodiments or their
modified examples, but there may be many other modifications, changes, and
alterations without departing from the scope or spirit of the main
characteristics of the present invention.
It should be clearly understood that the above embodiments are only
illustrative and not restrictive in any sense. The scope and spirit of the
present invention are limited only by the terms of the appended claims.
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